Railway vehicle control method, electronic equipment and storage medium

Abstract

The invention provides a control method of a railway vehicle, electronic equipment and a storage medium, and relates to the technical field of vehicle control. The railway vehicle comprises a carriage, a hydraulic supporting device and a bogie, the hydraulic supporting device is arranged between the carriage and the bogie, and the method comprises the steps that operation data of the railway vehicle are obtained, and the operation data comprise data reflecting the motion state of the railway vehicle in the running process; according to the operation data, determining whether the carriage rolls laterally; and under the condition that side rolling of the carriage is determined, the state of the hydraulic supporting device is adjusted according to the side rolling direction of the carriage so as to reduce the difference value of the rolling angle between the carriage and the bogie. According to the method, whether the carriage rolls laterally or not can be detected in real time through operation data, and when the carriage rolls laterally, controllable anti-lateral-rolling restoring force can be provided by adjusting the state of the hydraulic supporting device and utilizing hydraulic supporting acting force, so that the carriage tends to be parallel to the bogie, the lateral-rolling amplitude of the carriage is reduced, and high-controllability vehicle lateral-rolling resistance is achieved.

Description

Technical Field

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

[0002] When a rail vehicle is running on the track, the carriage often tilts to the left or right. The carriage tilt is called carriage roll. Carriage roll may be caused by many reasons, such as curved roads, excessive vehicle speed, or uneven load distribution in the vehicle. Carriage roll not only affects the comfort of passengers, but also may affect the safe operation of the vehicle. Therefore, it is necessary to reduce the amplitude of the carriage roll or eliminate the carriage roll.

[0003] In the prior art, in order to improve the anti-rolling ability of the carriage, the span or vertical stiffness of the air spring connected to the carriage is increased during the manufacturing stage of the rail vehicle. Although the inherent anti-rolling ability of the carriage can be improved to a certain extent by changing the structure of the vehicle or the performance or parameters of the vehicle components, this anti-rolling ability is a passive anti-rolling ability. When the carriage rolls, the anti-rolling process cannot be effectively controlled, so the controllability of the vehicle in the anti-rolling process is low. Summary of the invention

[0004] The present application provides a control method, electronic device and storage medium for a rail vehicle, so as to solve the problem in the prior art that the vehicle cannot controllably resist rolling when rolling, thereby improving the controllability of the rail vehicle's anti-rolling.

[0005] In a first aspect, the present application provides a control method for a rail vehicle, the rail vehicle comprising a carriage, a hydraulic support device and a bogie, the hydraulic support device being arranged between the carriage and the bogie, the method comprising:

[0006] Acquiring operation data of the rail vehicle, wherein the operation data includes data reflecting the movement state of the rail vehicle during driving;

[0007] determining, based on the operating data, whether the carriage has rolled;

[0008] When it is determined that the carriage is rolling, the state of the hydraulic support device is adjusted according to the rolling direction of the carriage to reduce the difference in the rolling angle between the carriage and the bogie.

[0009] Optionally, the number of the hydraulic support devices is an even number greater than two, and are symmetrically arranged on the left and right sides of the carriage;

[0010] Adjusting the state of the hydraulic support device according to the rolling direction of the carriage includes:

[0011] In the case where the carriage rolls to the left side of the carriage, the height of the hydraulic support device on the left side of the carriage is adjusted to be raised, and the height of the hydraulic support device on the right side of the carriage is adjusted to be lowered; or,

[0012] In the case where the carriage rolls to the right side of the carriage, the height of the hydraulic support device on the right side of the carriage is adjusted to be raised, and the height of the hydraulic support device on the left side of the carriage is adjusted to be lowered.

[0013] Optionally, the rail vehicle further comprises a hydraulic control module, and the hydraulic control module is connected to each of the hydraulic support devices;

[0014] In the case where the carriage rolls to the left side of the carriage, adjusting the height of the hydraulic support device on the left side of the carriage to increase, and adjusting the height of the hydraulic support device on the right side of the carriage to decrease, comprises:

[0015] When the carriage rolls to the left side of the carriage, a first adjustment instruction is sent to the hydraulic control module to control the hydraulic control module to adjust the hydraulic medium to flow into the hydraulic support device on the left side of the carriage and to adjust the hydraulic medium to flow out of the hydraulic support device on the right side of the carriage;

[0016] When the carriage rolls to the right side of the carriage, the height of the hydraulic support device on the right side of the carriage is adjusted to be raised, and the height of the hydraulic support device on the left side of the carriage is adjusted to be lowered, including:

[0017] When the carriage rolls to the right side, a second adjustment instruction is sent to the hydraulic control module to control the hydraulic control module to adjust the hydraulic medium to flow into the hydraulic support device on the right side of the carriage and to adjust the hydraulic medium to flow out of the hydraulic support device on the left side of the carriage.

[0018] Optionally, the hydraulic control module includes a hydraulic power unit, an electro-hydraulic control valve and an interactive hydraulic servo valve, the hydraulic power unit is connected to the electro-hydraulic control valve for transmitting hydraulic medium to the electro-hydraulic control valve, the electro-hydraulic control valve is connected to the interactive hydraulic servo valve for transmitting hydraulic medium to the interactive hydraulic servo valve and controlling the interactive hydraulic servo valve to adjust the flow of hydraulic medium of each hydraulic support device.

[0019] Optionally, the rail vehicle further comprises air springs, the number of the air springs is the same as the number of the hydraulic support devices, any one of the air springs is connected to one hydraulic support device, and the carriage and the bogie are connected via a connector between the air spring and the hydraulic support device; the method further comprises:

[0020] Obtaining the height of the air spring and the height of the hydraulic support device connected to the air spring to obtain the height of the connection between the air spring and the hydraulic support device;

[0021] Whether to stop adjusting the height of the hydraulic support device is determined according to the difference between the heights of the connecting bodies.

[0022] Optionally, the operating data includes a car roll angle and a bogie roll angle;

[0023] Determining whether the carriage rolls according to the operating data includes:

[0024] Subtract the rolling angle of the carriage from the rolling angle of the bogie at the same moment to obtain the difference;

[0025] When the absolute value of the difference is greater than or equal to a preset angle threshold, determining that the carriage is rolling; or

[0026] When the absolute value of the difference is smaller than the angle threshold, it is determined that the carriage is not rolling.

[0027] Optionally, the operating data includes lateral acceleration of the vehicle cabin;

[0028] Determining whether the carriage rolls according to the operating data includes:

[0029] In the case where the value of the lateral acceleration is greater than or equal to a preset acceleration threshold, determining that the carriage is rolling; or,

[0030] When the value of the lateral acceleration is less than the acceleration threshold, it is determined that the vehicle cabin is not rolling.

[0031] Optionally, the operating data includes the positioning position of the rail vehicle;

[0032] Determining whether the carriage rolls according to the operating data includes:

[0033] According to the positioning position of the rail vehicle and the rail map, identifying whether the rail vehicle enters a curved track section;

[0034] In the case of identifying that the rail vehicle enters a curved track section, determining that the carriage rolls; or,

[0035] When it is identified that the rail vehicle has not entered the curved track section, it is determined that the carriage has not rolled.

[0036] In a second aspect, the present application provides a control device for a rail vehicle, the rail vehicle comprising a carriage, a hydraulic support device and a bogie, the hydraulic support device being arranged between the carriage and the bogie, the device comprising:

[0037] An acquisition module, used for acquiring operation data of the rail vehicle, wherein the operation data includes data reflecting the motion state of the rail vehicle during driving;

[0038] a determination module, configured to determine whether the carriage rolls according to the operation data;

[0039] The adjustment module is used to adjust the state of the hydraulic support device according to the rolling direction of the car body when it is determined that the car body is rolling, so as to reduce the difference in the rolling angle between the car body and the bogie.

[0040] 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 first aspect of the present application.

[0041] 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 first aspect of the present application is implemented.

[0042] 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 first aspect of the present application.

[0043] In a sixth aspect, the present application provides a rail train, comprising at least one rail vehicle, and the rail train also comprises the electronic device as described in the third aspect.

[0044] The present application provides a control method, electronic device and storage medium for a rail vehicle. The control method for the rail vehicle can determine in real time whether the car rolls by acquiring data reflecting the motion state of the rail vehicle during driving, realizes active car roll detection, and provides accurate judgment for timely anti-roll response. When determining the car roll, the state of the hydraulic support device is adjusted according to the rolling direction of the car. According to the actual situation of the car roll, the hydraulic support force of the hydraulic support device can be used to provide a controllable anti-roll restoring force to reduce the difference in the roll angle between the car and the bogie, so that the car tends to remain parallel to the bogie, reduce the amplitude of the car roll, and achieve an effective anti-roll effect. Therefore, the method goes from active car roll detection to adjustable anti-roll response action, realizes controllable anti-roll when the car rolls, and improves the controllability of the rail vehicle's anti-roll. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] 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.

[0046] Figure 1 A schematic diagram of a carriage rolling provided in an embodiment of the present application;

[0047] Figure 2 A schematic flow chart of a rail vehicle control method provided in an embodiment of the present application;

[0048] Figure 3 A schematic diagram of the connection between the air spring and the hydraulic support device provided in an embodiment of the present application;

[0049] Figure 4 A schematic diagram of a rail vehicle provided in an embodiment of the present application;

[0050] Figure 5 for Figure 4 A magnified view of the portion shown in FIG.

[0051] Figure 6 A schematic diagram of the structure of a control device for a rail vehicle provided in an embodiment of the present application;

[0052] Figure 7 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application.

[0053] Reference numerals:

[0054] 1-carriage; 2-bogie; 3-air spring; 4-hydraulic support device; 5-height and displacement sensor; 6-vibration acceleration sensor; 7-train control system; 8-intelligent host; 9-hydraulic power unit; 10-electro-hydraulic control valve; 11-interactive hydraulic servo valve; 12-bidirectional gyroscope; 13-first angle sensor; 14-second angle sensor. DETAILED DESCRIPTION

[0055] 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.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] In some scenarios, when a rail vehicle travels on a curved track section, the carriage may roll to a certain extent. The carriage roll will affect the comfort of the ride and reduce the safety of the vehicle operation. In the prior art, the vehicle's anti-rolling ability is improved by changing the performance or parameters of the vehicle structure or vehicle components during the manufacturing stage of the rail vehicle to cope with the carriage roll that occurs during driving.

[0061] Taking the rail vehicles in high-speed EMUs as an example, the large-span air springs and anti-roll torsion bars in the bogies provide the vehicles with anti-roll performance. As a key core component of rail vehicles, the bogie has a relatively complex structure. Due to the structural limitations of the bogie, the anti-roll capability is generally improved by increasing the vertical stiffness of the air spring itself or increasing the air spring arrangement span. However, increasing the vertical stiffness of the air spring is equivalent to increasing the hardness of the suspension, which will increase the vertical vibration force transmitted from the bogie frame to the car body, and will reduce the comfort and stability of the vehicle. In small structural frames represented by internal axle box bogies, it is difficult to achieve the same air spring arrangement span as external axle box bogies. Therefore, increasing the air spring arrangement span to improve the anti-roll capability has certain limitations.

[0062] For example, in the bogies of CR400A / BF or CR300A / BF, the air spring and anti-roll torsion bar system are used in the bogies to provide anti-rollover performance for the vehicle. However, such structure is applied to the bogie with built-in axle box. In order to pursue the large span structure of the air spring, the lateral structure of the bogie frame with built-in axle box will be increased, and the weight of the bogie frame with built-in axle box will be greatly increased, which is contrary to the concept of lightweight bogie with built-in axle box. Taking the bogie with an internal axle box as an example, in order to increase the span of the hollow spring of the bogie and increase the lateral structure of the internal frame, since the load-bearing position of the empty spring deviates from the center of the frame side beam, it is necessary to add an additional twisting load to the side beam design, and the cross-sectional size of the side beam needs to be increased; at the same time, increasing the span of the empty spring also requires a corresponding increase in the cross-sectional size of the frame cross beam to provide reliable protection for larger load bending moments; as a result, the designed bogie frame with an internal axle box is basically the same weight as the CR400A / BF and CR300A / BF bogie frames, which offsets the biggest advantage of the bogie with an internal axle box.

[0063] Even if the vehicle's anti-roll ability is increased by sacrificing ride comfort to change the vertical stiffness of the air spring, or by increasing the span of the air spring arrangement in some possible structures, it can only bring a relatively limited improvement in the vehicle's anti-roll ability. This ability is a passive anti-roll ability. When the vehicle rolls, the anti-roll restoring force is uncontrolled and the vehicle's anti-roll controllability is low.

[0064] Figure 1 A schematic diagram of a carriage roll provided in an embodiment of the present application, such as Figure 1As shown, the rail vehicle includes a carriage 1, a bogie 2 and an air spring 3. The carriage 1 is located above the bogie 2, and the air spring 3 is connected between the carriage 1 and the bogie 2. The air spring 3 supports the carriage 1 and provides shock absorption and buffering for the carriage 1 during driving by deforming. When the rail vehicle enters a curved track section, the carriage 1 rolls to the outside of the track due to the centrifugal force. Figure 1 In the example, if the track is curved to the right, the car 1 will roll to the left side of the track. During the rolling, due to the offset of the center of gravity of the car 1, the weight of the car 1 will exert more pressure on the air spring 3 on the side of the rolling. After being compressed, the air spring 3 on this side will generate a certain rebound force to resist the rolling. This part of the rebound force is the restoring force against the rolling. In the manufacturing stage of rail vehicles, the prior art increases the span or vertical stiffness of the air spring 3, but still relies on the rebound force generated by the air spring 3 to counteract the gravity component of the car 1 during the rolling. The restoring force in the anti-rolling process is a passive reaction force, which is uncontrollable. The existing method cannot controllably resist the rolling of the car 1 when it rolls, so the controllability of the anti-rolling is low.

[0065] In order to solve the above problems, the present application provides a control method for a rail vehicle, which obtains the operation data of the rail vehicle, and the operation data includes data reflecting the movement state of the rail vehicle during driving; according to the operation data, it is determined whether the car rolls; when it is determined that the car rolls, the state of the hydraulic support device is adjusted according to the rolling direction of the car to reduce the difference in the roll angle between the car and the bogie. Since the method can determine whether the car rolls according to the operation data, active roll detection is realized, and the car roll can be detected in time; and when it is determined that the car rolls, the state of the hydraulic support device can be adjusted according to the rolling direction of the car to control the car. Therefore, when the difference in the roll angle between the car and the bogie is reduced, the purpose of reducing the roll amplitude of the car is achieved, and the car rolls in a controllable manner when the car rolls, and the controllability of the rail vehicle's anti-rolling is improved.

[0066] Some embodiments of the present application are described in detail below in conjunction with the accompanying drawings. In the absence of conflicts between the embodiments, the following embodiments and the features in the embodiments may be combined with each other. The timing of the steps in the following method embodiments is only an example and not a strict limitation. In addition, the deployment mode of the method and device is not limited, for example, it can be deployed locally, implemented on the cloud, or implemented on the client, etc.

[0067] Figure 2 The present invention provides a flow chart of a control method for a rail vehicle. The method can be executed by an electronic device with corresponding data processing capabilities, such as an intelligent host of a rail vehicle, a control system or controller of a rail train, and a computer. The rail vehicle includes a carriage, a hydraulic support device, and a bogie. The hydraulic support device is arranged between the carriage and the bogie. Figure 2 As shown, the method includes:

[0068] Step 201: Acquire operation data of a rail vehicle, where the operation data includes data reflecting the motion state of the rail vehicle during driving.

[0069] Exemplarily, the operating data of the rail vehicle can be collected by sensors provided in the rail vehicle, and the operating data is data reflecting the motion state of the rail vehicle during driving. For example, the operating data may include the attitude data of the carriage, the attitude data of the bogie, the lateral acceleration of the carriage, the speed and position of the rail vehicle, etc. Among them, the attitude data includes at least one of the pitch angle, the yaw angle, and the roll angle.

[0070] For example, a gyroscope or an angle sensor may be provided on the carriage and the bogie of a rail vehicle to detect the carriage attitude data and the bogie attitude data, respectively. An accelerometer may be provided on the carriage to detect the lateral acceleration of the carriage. A satellite positioning sensor may be provided on the carriage, the bogie or other components to obtain the position of the vehicle. The electronic device may communicate data with each sensor to obtain the operation data collected by the sensor.

[0071] Step 202: Determine whether the carriage rolls according to the operating data.

[0072] After the operation data is acquired, it is possible to determine whether the carriage has rolled by processing and analyzing the operation data.

[0073] For example, the acquired operation data can be cleaned to exclude interfering data and obtain operation data with higher accuracy. The operation data is calculated or analyzed by a preset algorithm. When the result of the calculation or analysis meets the result of determining that the carriage has rolled, it can be determined that the carriage has rolled. The preset algorithm can be preset according to the type of operation data collected, and is used to process the operation data to obtain the result of whether the carriage has rolled.

[0074] In some embodiments, the operating data includes the roll angle of the car and the roll angle of the bogie; when determining whether the car has rolled based on the operating data, specifically: subtract the roll angle of the car and the roll angle of the bogie at the same moment to obtain the difference; when the absolute value of the difference is greater than or equal to a preset angle threshold, determine that the car has rolled; or, when the absolute value of the difference is less than the angle threshold, determine that the car has not rolled.

[0075] For example, with the central axis of the rail vehicle in the travel direction as the longitudinal axis, the car roll angle can be understood as the angle of rotation of the car along the longitudinal axis. For example, by setting a gyroscope or an angle sensor at the bottom of the car, the car roll angle can be obtained. By integrating the angular velocity value collected by the gyroscope, the angle change can be obtained, thereby inferring the car roll angle; the car roll angle can be obtained by collecting the angle between the car floor and the track plane by the angle sensor.

[0076] Similarly, the bogie roll angle can be understood as the angle at which the bogie rotates along the longitudinal axis. For example, a gyroscope or an angle sensor is provided on the bogie, or a gyroscope or an angle sensor is provided on the frame of the bogie, so as to obtain the bogie roll angle.

[0077] It is understandable that when the carriage does not roll, the bogie is running on the track, and the plane of the bogie is relatively parallel to the plane of the track, and the floor of the carriage is also relatively parallel to the plane of the bogie. When entering a curved track section, the carriage will be affected by the centrifugal force and roll due to the circular motion of the rail vehicle along the curved track. At this time, the floor of the carriage is tilted, and the angle with the plane of the bogie increases. Therefore, it is possible to determine whether the carriage rolls based on the angle difference between the carriage and the bogie.

[0078] The preset angle threshold may be an angle value preset based on empirical data, statistical data, experimental data, etc. The angle value may be any value, for example, 0.2°, 0.5°, or 1°, etc.

[0079] By subtracting the car roll angle from the bogie roll angle at the same moment, the difference between the two can be obtained; when the absolute value of the difference is greater than or equal to the preset angle threshold, it is determined that the car has rolled; or, when the absolute value of the difference is less than the angle threshold, it is determined that the car has not rolled.

[0080] For example, when a rail vehicle is traveling on a straight line, the angle sensor a on the bogie measures the angle data θa and the angle sensor b on the car measures the angle data θb, θa is the bogie roll angle, and θb is the car roll angle. By calculating the absolute value of the difference between the two angle data Δθ=|θb-θa|, the angle difference Δθ of the car relative to the bogie can be obtained.

[0081] If the preset angle threshold is 0.2°, then when Δθ<0.2°, it can be determined that the car has not rolled, and the anti-roll action will not be triggered at this time, and the vehicle will maintain its original working state. For example, when a rail vehicle travels on a curved track section, due to the centrifugal motion of the vehicle passing through the curve, the car body translates and tilts toward the outer rail. When the calculated difference Δθ≥0.2°, it can be determined that the car has rolled, and the anti-roll action can be triggered at this time to control the anti-roll process of the rail vehicle.

[0082] By subtracting the car roll angle and the bogie roll angle in the operating data, and determining that the car rolls when the absolute value of the difference is greater than or equal to the preset angle threshold, or determining that the car does not roll when the absolute value of the difference is less than the angle threshold. Based on this, it is possible to quickly and accurately determine whether the car rolls in a convenient and effective way, thereby improving the effectiveness and timeliness of determining the car roll.

[0083] Alternatively, it is also possible to determine whether the carriage has rolled based on the operating data in other ways.

[0084] In some embodiments, the operating data includes the lateral acceleration of the car body; when determining whether the car body has rolled based on the operating data, it can be specifically: when the value of the lateral acceleration is greater than or equal to a preset acceleration threshold, it is determined that the car body has rolled; or, when the value of the lateral acceleration is less than the acceleration threshold, it is determined that the car body has not rolled.

[0085] It should be understood that when a rail vehicle is traveling in a real scene, there are three corresponding directions, among which the direction of the rail vehicle is the longitudinal direction, the direction parallel to the track plane and perpendicular to the longitudinal direction is the lateral direction, and the direction perpendicular to the track plane is the vertical direction. The rail vehicle travels in the longitudinal direction on the track, and the lateral direction can be understood as the direction from the left side of the car to the right side or the direction from the right side of the car to the left side. When the lateral centrifugal force of the car is large, it will cause the car to roll in the direction of the centrifugal force. The lateral centrifugal force will increase the lateral acceleration of the car. Therefore, by detecting the lateral acceleration of the car, the lateral centrifugal force of the car can be detected, and then it can be determined whether the car rolls.

[0086] For example, a sensor capable of obtaining the lateral acceleration of the carriage may be arranged at any position of the carriage. For example, an accelerometer may be arranged at the bottom of the carriage, and the lateral acceleration of the carriage may be collected by the accelerometer. The preset acceleration threshold may be an acceleration value preset based on empirical data, statistical data, or experimental data, and the acceleration value may be any value, such as 1 m / s 2 , 5m / s 2 or 9.8m / s 2 wait.

[0087] After obtaining the value of the lateral acceleration, the value of the lateral acceleration can be compared with a preset acceleration threshold. If the value of the lateral acceleration is greater than or equal to the preset acceleration threshold, it is determined that the car body has rolled; or if the value of the lateral acceleration is less than the acceleration threshold, it is determined that the car body has not rolled. Based on this, it can be quickly and accurately determined whether the car body has rolled.

[0088] In some embodiments, the operating data includes the positioning position of the rail vehicle; when determining whether the car body has rolled sideways based on the operating data, specifically: according to the positioning position of the rail vehicle and the track map, identifying whether the rail vehicle has entered a curved track section; when identifying that the rail vehicle has entered a curved track section, determining that the car body has rolled sideways; or, when identifying that the rail vehicle has not entered a curved track section, determining that the car body has not rolled sideways.

[0089] Exemplarily, the positioning position of the rail vehicle can be determined by the Global Navigation Satellite System (GNSS) positioning technology. 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 the GPS signal received by the positioning sensor. Alternatively, the positioning position of the rail vehicle can be determined by a Beidou satellite positioning sensor.

[0090] After the positioning position of the rail vehicle is determined, the positioning position can be mapped to the track map. According to the position of the positioning position in the track base map, it is identified whether the section where the rail vehicle is currently located is a straight track section or a curved track section. In the case of identifying that the rail vehicle enters a curved track section, it can be determined that the carriage rolls; or in the case of identifying that the rail vehicle does not enter a curved track section, it can be determined that the carriage does not roll.

[0091] In this embodiment, the vehicle's positioning position combined with the track map can quickly determine whether the vehicle enters a curved track section and whether the carriage rolls. In addition, the vehicle's positioning position combined with the track map can also predict that the carriage will roll after a certain period of time, so that actions to deal with the carriage rolling can be prepared in advance.

[0092] In addition, it is also possible to accurately determine whether the car rolls by combining multiple ways to verify the car body posture. Exemplarily, when determining whether the car rolls, one way can be used alone to determine, or a combination of multiple ways can be used to determine. For example: the operating data includes: the car roll angle, the bogie roll angle, the lateral acceleration of the car, and the positioning position of the rail vehicle. Using a method similar to the above embodiments, the first determination result of whether the car rolls can be obtained by the car roll angle and the bogie roll angle; the second determination result of whether the car rolls can be obtained by the lateral acceleration of the car; and the third determination result of whether the car rolls can be obtained by the positioning position of the vehicle. Whether the car rolls can be determined based on the first determination result, the second determination result and the third determination result. For example, if at least two of the first determination result, the second determination result and the third determination result indicate that the car rolls, it can be determined that the car rolls. Based on this, by using multiple determination methods to verify multiple ways, the probability of misjudgment can be reduced to obtain a more accurate car roll determination result and improve the accuracy of determining the car roll.

[0093] Step 203: When it is determined that the car body is rolling, the state of the hydraulic support device is adjusted according to the rolling direction of the car body to reduce the difference in the rolling angle between the car body and the bogie.

[0094] Exemplarily, the rolling direction of the car body may include rolling to the left side of the car body and rolling to the right side of the car body. The left side of the car body may be understood as the right half of the car body along the longitudinal direction, and the right side of the car body may be understood as the left half of the car body along the longitudinal direction.

[0095] The hydraulic support device may be a disc type hydraulic support device or a plunger type hydraulic support device, or may be other forms of hydraulic support devices. The state of the hydraulic support device may refer to the telescopic state of the telescopic part of the hydraulic support device. By adjusting the telescopic state of the telescopic part of the hydraulic support device, the difference in the roll angle between the car and the bogie can be reduced, so that the car tends to remain parallel to the bogie, the amplitude of the car roll is reduced, and an effective anti-roll effect is achieved.

[0096] For example, when the rolling direction of the carriage is to roll to the left side of the carriage, the gravity of the carriage increases the pressure on the left side of the carriage. At this time, the hydraulic support device can be adjusted to extend to the left side of the carriage to provide a certain support force to the left side of the carriage to overcome the gravity component of the carriage and reduce the difference in the roll angle between the carriage and the bogie. For another example, when the rolling direction of the carriage is to roll to the right side of the carriage, the gravity of the carriage increases the pressure on the right side of the carriage. At this time, the hydraulic support device can be adjusted to extend to the right side of the carriage to provide a certain support force to the right side of the carriage to overcome the gravity component of the carriage and reduce the difference in the roll angle between the carriage and the bogie.

[0097] This embodiment provides a control method for a rail vehicle. By acquiring data reflecting the motion state of the rail vehicle during driving, the method can determine in real time whether the car rolls, realize active car roll detection, and provide accurate judgment for timely anti-roll response. When determining the car roll, the state of the hydraulic support device is adjusted according to the rolling direction of the car. According to the actual situation of the car roll, the hydraulic support force of the hydraulic support device can be used to provide a controllable anti-roll restoring force to reduce the difference in the roll angle between the car and the bogie, so that the car tends to remain parallel to the bogie, reduce the amplitude of the car roll, and achieve an effective anti-roll effect. Therefore, this method goes from active car roll detection to adjustable anti-roll response action, realizes controllable anti-roll when the car rolls, and improves the controllability of the rail vehicle's anti-roll.

[0098] In addition, the method of this embodiment improves the controllability of the anti-rolling of the rail vehicle, thereby achieving more accurate control of the various motion postures of the bogie, which can increase the maximum speed of the rail vehicle through the curved section of the original line, increase the line vehicle efficiency, reduce the operating costs of the railway company, and further shorten the departure interval of the rail train, especially in multi-curve lines represented by urban rail. Since this method can provide additional and sufficient anti-rolling capability on the basis of meeting the basic installation structure of the existing EMU bogie, if the rail vehicle is controlled to resist rolling based on this method, the anti-rolling torsion bar can be eliminated, reducing the difficulty of the bogie structure design layout, and improving the design efficiency of the bogie.

[0099] In some embodiments, the number of hydraulic support devices is an even number of more than two, and they are symmetrically arranged on the left and right sides of the carriage; when the state of the hydraulic support device is adjusted according to the rolling direction of the carriage, it can be specifically achieved in the following manner:

[0100] When the car body rolls to the left side of the car body, the height of the hydraulic support device on the left side of the car body is adjusted to be raised, and the height of the hydraulic support device on the right side of the car body is adjusted to be lowered; or, when the car body rolls to the right side of the car body, the height of the hydraulic support device on the right side of the car body is adjusted to be raised, and the height of the hydraulic support device on the left side of the car body is adjusted to be lowered.

[0101] Exemplarily, a plurality of hydraulic support devices may be provided to support the left or right side of the carriage, respectively. For example, a hydraulic support device may be provided above or below an air spring connecting the carriage and the bogie. Alternatively, a hydraulic support device may be provided around the air spring. The location of the hydraulic support device is preferably adapted to the structure of the rail vehicle and to facilitate adjustment of the difference in the roll angle between the carriage and the bogie. The embodiment of the present application does not limit the location of the hydraulic support device.

[0102] If the number of the hydraulic support devices is an even number greater than two, the hydraulic support devices can be symmetrically arranged on the left and right sides of the carriage to facilitate adjustment of the difference in the roll angle between the carriage and the bogie.

[0103] Adjusting the height of the hydraulic support device to increase can be understood as adjusting the telescopic part of the hydraulic support device to extend, so that the height of the hydraulic support device increases; adjusting the height of the hydraulic support device to decrease can be understood as adjusting the telescopic part of the hydraulic support device to retract, so that the height of the hydraulic support device decreases. If the car body rolls to one side, adjusting the telescopic part of the hydraulic support device on that side to extend can provide a certain support force for that side; and adjusting the telescopic part of the hydraulic support device on the opposite side to retract can reduce the support force of the hydraulic support device on the opposite side, which is convenient for the recovery of the car body from rolling.

[0104] By adjusting the height of the hydraulic support devices on the left and right sides respectively, the anti-roll restoring force can be effectively increased to achieve the purpose of reducing or eliminating the rolling amplitude.

[0105] In some embodiments, the rail vehicle further comprises air springs, the number of the air springs is the same as the number of the hydraulic support devices, any air spring is connected to one hydraulic support device, and the carriage and the bogie are connected via a connector between the air spring and the hydraulic support device; the method further comprises:

[0106] The height of the air spring and the height of the hydraulic support device connected to the air spring are obtained to obtain the height of the connection body between the air spring and the hydraulic support device; according to the difference between the heights of the connection bodies, it is determined whether to stop adjusting the height of the hydraulic support device.

[0107] Figure 3 A schematic diagram of the connection between the air spring and the hydraulic support device provided in the embodiment of the present application, as shown in FIG. Figure 3As shown, the hydraulic support device 4 is connected below the air spring 3, the height of the connection between the hydraulic support device 4 and the air spring 3 is represented by H, and the height of the hydraulic support device 4 is represented by H1. A height and displacement sensor 5 is provided in the air spring 3, and the height of the air spring 3 can be obtained through the height and displacement sensor 5. The height H1 of the hydraulic support device 4 can be obtained by providing a height sensor for the hydraulic support device 4 or by other means. The height H of the connection between the air spring 3 and the hydraulic support device 4 can be obtained by adding the height H of the air spring 3 and the height H of the hydraulic support device 4. By adjusting the height H1 of the hydraulic support device 4, the height H of the connection between the air spring and the hydraulic support device can be adjusted to achieve the purpose of controlling the height between the air spring mounting surface of the car and the air spring mounting surface of the bogie, that is, to achieve the purpose of controlling the height of the secondary support of the bogie. A vibration acceleration sensor 6 can be provided above the air spring 3, and a vibration acceleration sensor 6 can also be provided below the hydraulic support device 4. The vibration acceleration sensor 6 can monitor the vibration of the air spring 3 and the hydraulic support device 4.

[0108] Exemplarily, when determining whether to stop adjusting the height of the hydraulic support device based on the difference between the heights of each connector, it can be determined based on the difference between the average height of the connector on one side and the average height of the connector on the other side.

[0109] For example, if n air springs and n hydraulic support devices are provided on the left side of the carriage, n connector heights can be obtained, and the average value of the connector height on the left side can be obtained by taking the average value of the n connector heights, where n can be any positive integer; similarly, n air springs and n hydraulic support devices are provided on the right side of the carriage, and n connector heights can be obtained, and the average value of the connector height on the right side can be obtained by taking the average value of the n connector heights. Subtract the average connector height on the left side from the average connector height on the right side to obtain the height difference. If the absolute value of the height difference is smaller, it indicates that the distance difference between the left and right sides of the carriage and the bogie is smaller, that is, the carriage and the bogie tend to be relatively parallel, and the roll amplitude is small or there is no roll; conversely, if the absolute value of the height difference is larger, it indicates that the distance difference between the left and right sides of the carriage and the bogie is larger, that is, the carriage and the bogie tend to be relatively non-parallel, and the roll amplitude is larger.

[0110] By adjusting the heights of the hydraulic support devices on both sides, when the absolute value of the height difference is less than the preset difference, it indicates that the amplitude of the side roll is controlled within the preset range, and the height adjustment of the hydraulic support device can be stopped at this time; when the absolute value of the height difference is greater than or equal to the preset difference, it indicates that the amplitude of the side roll is not controlled within the preset range, and the height adjustment of the hydraulic support device will not be stopped at this time; wherein, the preset difference can be any preset value, which can be determined according to the actual situation of the rail vehicle, for example, it can be 0.5 cm, 1 cm or 5 cm, etc.

[0111] In this embodiment, the air spring and hydraulic support device in the rail vehicle are connected to form a connector. According to the difference between the heights of each connector, it can be determined whether the car and the bogie are parallel, and thus the rail vehicle can be subjected to high-precision anti-roll control.

[0112] In some embodiments, the rail vehicle further comprises a hydraulic control module, the hydraulic control module being connected to each hydraulic support device;

[0113] When the carriage rolls to the left side of the carriage, the height of the hydraulic support device on the left side of the carriage is adjusted to be raised, and the height of the hydraulic support device on the right side of the carriage is adjusted to be lowered, including: when the carriage rolls to the left side of the carriage, a first adjustment instruction is sent to the hydraulic control module to control the hydraulic control module to adjust the hydraulic medium to flow into the hydraulic support device on the left side of the carriage, and to adjust the hydraulic medium to flow out of the hydraulic support device on the right side of the carriage;

[0114] When the car body rolls to the right side of the car body, the height of the hydraulic support device on the right side of the car body is adjusted to be raised, and the height of the hydraulic support device on the left side of the car body is adjusted to be lowered, including: when the car body rolls to the right side of the car body, a second adjustment instruction is sent to the hydraulic control module to control the hydraulic control module to adjust the hydraulic medium to flow into the hydraulic support device on the right side of the car body, and adjust the hydraulic medium to flow out of the hydraulic support device on the left side of the car body.

[0115] Specifically, the electronic device may send a first adjustment instruction to the hydraulic control module, and the first adjustment instruction may be used to control the hydraulic control module to adjust the hydraulic medium to flow into the hydraulic support device on the left side of the vehicle compartment, and adjust the hydraulic medium to flow out of the hydraulic support device on the right side of the vehicle compartment. The electronic device may also send a second adjustment instruction to the hydraulic control module, and the second adjustment instruction may be used to control the hydraulic control module to adjust the hydraulic medium to flow into the hydraulic support device on the right side of the vehicle compartment, and adjust the hydraulic medium to flow out of the hydraulic support device on the left side of the vehicle compartment.

[0116] In some embodiments, the hydraulic control module includes a hydraulic power unit, an electro-hydraulic control valve and an interactive hydraulic servo valve. The hydraulic power unit is connected to the electro-hydraulic control valve for transmitting hydraulic medium to the electro-hydraulic control valve. The electro-hydraulic control valve is connected to the interactive hydraulic servo valve for transmitting hydraulic medium to the interactive hydraulic servo valve and controlling the interactive hydraulic servo valve to adjust the flow of hydraulic medium of each hydraulic support device.

[0117] Specifically, the hydraulic power unit may be a power unit that provides power for the hydraulic support device, for example, the hydraulic power unit may include a hydraulic pump, an oil tank, a filter system, etc. The electro-hydraulic control valve may be, for example, a three-position three-way electro-hydraulic control valve, which may be connected to the hydraulic power unit and to the interactive hydraulic servo valve. The interactive hydraulic servo valve may control the flow direction of the hydraulic medium in each hydraulic support device connected thereto, wherein the hydraulic medium may be, for example, hydraulic oil.

[0118] Figure 4 A schematic diagram of a rail vehicle provided in an embodiment of the present application, Figure 5 for Figure 4 The enlarged view of the part shown in A is as follows: Figure 4 and Figure 5 As shown, the rail vehicle includes a carriage 1, a bogie 2, an air spring 3, a hydraulic support device 4, a height and displacement sensor 5 and a vibration acceleration sensor 6. An intelligent host 8 can also be provided in the rail vehicle to collect data from corresponding sensors and perform data processing, through which the posture of the rail vehicle can be reflected in real time. The intelligent host 8 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 execution valve body or servo system according to the control instructions. Among them, the train control system 7 can be an electronic device for controlling a rail train composed of at least one rail vehicle, for example, the train control system 7 can be a CTCS3 train control system.

[0119] Exemplarily, the train control system 7 can be used to provide relevant line information to the intelligent host 8 to improve the accuracy of determining whether the rail vehicle enters a curved track section. The train control system 7 can be used to record real-time rail vehicle posture and running speed information, and can send corresponding control instructions to the intelligent host 8 based on the posture and running speed information. Optionally, the train control system 7 and the intelligent host 8 can be the same electronic device; or, the train control system 7 and the intelligent host 8 are different electronic devices.

[0120] like Figure 4 and Figure 5 As shown, the rail vehicle further includes: a hydraulic power unit 9 , an electro-hydraulic control valve 10 , an interactive hydraulic servo valve 11 , a bidirectional gyroscope 12 , a first angle sensor 13 and a second angle sensor 14 .

[0121] The intelligent host 8 can be connected to the first angle sensor 13 and the second angle sensor 14 respectively through the angle sensor data acquisition circuit to obtain angle data. The first angle sensor 13 is set on the car to obtain the car roll angle, and the second angle sensor 14 is set on the bogie to obtain the bogie roll angle. By calculating the difference between the angle values ​​obtained by the two angle sensors, the rollover angle of the car relative to the bogie can be accurately determined, and whether the car 1 rolls can be determined, thereby improving the reliability of the control command issued by the train control system 7.

[0122] The height and displacement sensor 5 provided in the air spring 3 can record the height of the air spring 3 in real time, provide data evidence for the train control system 7 to control the anti-roll of the rail vehicle, and ensure the real-time feedback of the data of the hydraulic support device 4. The height data of the air spring 3 provides real-time data record for the height of the secondary suspension. The intelligent host 8 can be connected to the height and displacement sensor 5 through the height data acquisition circuit to obtain the height data.

[0123] The intelligent host 8 can be connected to the bidirectional gyroscope 12 through the bidirectional gyroscope data acquisition circuit. The bidirectional gyroscope 12 can be set on the car 1 to record the vertical acceleration and lateral acceleration of the car 1. When the rail vehicle enters the curved track section, the bidirectional gyroscope 12 can record the increase in centrifugal acceleration of the car 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 track section and the time of anti-roll intervention. The intelligent host 8 can be connected to each vibration acceleration sensor 6 through the vibration acceleration parameter acquisition circuit to monitor the vibration of the air spring 3 and the hydraulic support device 4.

[0124] Exemplarily, the intelligent host 8 can be connected to the hydraulic power unit 9 through the hydraulic system power circuit. The intelligent host 8 can be connected to the electro-hydraulic control valve 10 through the hydraulic system control circuit. The hydraulic power unit 9 can be connected to the electro-hydraulic control valve 10 through the hydraulic main oil circuit. The electro-hydraulic control valve 10 can be connected to the interactive hydraulic servo valve 11 through the left hydraulic control oil circuit and the right hydraulic control oil circuit. A control circuit can also be connected between the electro-hydraulic control valve 10 and the interactive hydraulic servo valve 11 to transmit command data. The electro-hydraulic control valve 10 and the hydraulic support device 4 can be connected through the control circuit. The interactive hydraulic servo valve 11 is connected to the hydraulic support device 4 through the left hydraulic execution oil circuit or the right hydraulic execution oil circuit to control the hydraulic medium flowing into or out of the hydraulic support device 4.

[0125] For example, the intelligent host 8 can collect and analyze the roll angle between the bogie 2 and the carriage 1, and can upload it to the train control system 7. The train control system 7 can send anti-roll work instructions to the intelligent host 8 in real time according to the positioning position of the rail vehicle, and the intelligent host 7 transmits the work instructions to the hydraulic power unit 9 and the electro-hydraulic control valve 10, and starts the hydraulic pump to drive the high-pressure oil flow. The electro-hydraulic control valve 10 can transmit the hydraulic oil flow direction instruction to the interactive hydraulic servo valve 11 to control the hydraulic oil to flow to the overturning side of the rail vehicle, that is, to control the hydraulic oil to flow to the rolling side.

[0126] For example, when the rail vehicle is traveling on a curved track section and the left side of the track is the outer track direction, the interactive hydraulic servo valve 11 transfers the hydraulic oil of the hydraulic support device 4 on the right side to the hydraulic support device 4 on the left side, driving the hydraulic support device 4 on the left side to rise, and driving the hydraulic support device 4 on the right side to fall. The rise and fall amounts of the hydraulic support devices 4 on the left and right sides can be substantially the same, so that the secondary air spring 3 on the outer track supports the left side of the car 1 to rise, and the right side of the car 1 to fall, providing the car 1 with an anti-roll restoring torque, thereby achieving the purpose of anti-rolling of the car 1.

[0127] During the process of raising or lowering the hydraulic support device 4, the hydraulic support device 4 body has height data feedback, and the height of the air spring 3 and the height of the hydraulic support device 4 can be fed back to the intelligent host 8. The intelligent host 8 can analyze the posture of the car in real time to make the left and right hydraulic support devices 4 reach the preset raising height and the preset lowering height, and perform system rehydration for the entire hydraulic support device. When the rail vehicle is traveling on a curved track section and the right side of the track is in the outer rail direction, the direction of the hydraulic oil flow in each hydraulic support device 4 is opposite to the situation when the left side of the track is in the outer rail direction.

[0128] The above-mentioned train control system, intelligent host, sensors, hydraulic support devices, etc. can constitute the anti-rollover system of the rail vehicle. Since the entire anti-rollover system is in real-time control, when it is determined that the carriage of the rail vehicle does not roll, the anti-rollover system can be turned off. Optionally, when the anti-rollover system fails, the train control system can transmit a shutdown instruction of the anti-rollover system to the intelligent host, and the rail vehicle can maintain a certain anti-rollover performance with its own suspension performance.

[0129] The method provided in the embodiment of the present application tends to control the anti-rollover characteristics of the rail vehicle. By controlling the state of the hydraulic support device under the car body, a support force other than the rebound force of the air spring is provided. The combined force of the rebound force and the support force can provide a restoring torque for anti-rolling, thereby improving the safety of the rail vehicle. For a rail train composed of multiple rail vehicles, each rail vehicle of the rail train can be controlled in a consistent manner, which is more comprehensive. The hydraulic support device in the present application can be applied to rail vehicles with an air spring structure, and therefore has more universal applicability.

[0130] This method detects whether the carriage is rolling in real time, and when the carriage is rolling, it controls the state of the hydraulic support device located below or above the air spring to raise the height of the carriage on the overturning side and lower the height of the carriage on the outside of the line to increase a torque to resist the rolling of the carriage, so as to achieve the purpose of adjusting the height of the left and right two systems, and control the anti-rolling of the carriage through the hydraulic support device. A more precise control of the various motion postures of the bogie is achieved.

[0131] In order to achieve precise control, the anti-rollover system of the method provided in this application needs to rely on various sensors to obtain data. Through intelligent algorithms and control systems, the state of the suspension system can be accurately adjusted through intelligent algorithms to optimize ride comfort and vehicle stability. The hydraulic support device and the hydraulic control module are important actuators in the anti-rollover system for executing anti-roll commands, realizing the anti-roll action of the suspension system. In order to adapt to different types of rail vehicles and different usage scenarios, the anti-rollover system can be designed for compatibility, taking into account system matching performance.

[0132] An embodiment of the present application also provides a control device for a rail vehicle, wherein the rail vehicle includes a carriage, a hydraulic support device and a bogie, wherein the hydraulic support device is arranged between the carriage and the bogie. Figure 6 A schematic diagram of the structure of a control device for a rail vehicle provided in an embodiment of the present application is shown in FIG. Figure 6 As shown, the control device 600 of the rail vehicle includes:

[0133] An acquisition module 601 is used to acquire operation data of a rail vehicle, where the operation data includes data reflecting the movement state of the rail vehicle during travel;

[0134] A determination module 602 is used to determine whether the carriage rolls according to the operation data;

[0135] The adjustment module 603 is used to adjust the state of the hydraulic support device according to the rolling direction of the car body when it is determined that the car body is rolling, so as to reduce the difference in the rolling angle between the car body and the bogie.

[0136] The control device for a rail vehicle provided in an embodiment of the present application may be used to execute the technical solution of the control method for a rail vehicle in any of the above embodiments of the present application. The implementation principle and technical effects thereof are similar and will not be described in detail in this embodiment.

[0137] Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Figure 7 As shown, the electronic device of this embodiment may include: at least one processor 701; and a memory 702 communicatively connected to the at least one processor; wherein the memory 702 stores instructions executable by the at least one processor 701, and the instructions are executed by the at least one processor 701 so that the electronic device executes the method described in any of the above embodiments.

[0138] Optionally, the memory 702 may be independent or integrated with the processor 701 .

[0139] 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.

[0140] An embodiment of the present application further provides a rail train, which includes at least one rail vehicle, and the rail train also includes the electronic equipment as described in the aforementioned embodiment.

[0141] 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.

[0142] 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.

[0143] 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.

[0144] 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.

[0145] 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.

[0146] 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.

[0147] 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.

[0148] 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.

[0149] 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.

[0150] 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.

[0151] 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.

[0152] 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 method for controlling a rail vehicle, characterized in that: The rail vehicle comprises a carriage, a hydraulic support device and a bogie, wherein the hydraulic support device is arranged between the carriage and the bogie, and the method comprises: Acquiring operation data of the rail vehicle, wherein the operation data includes data reflecting the movement state of the rail vehicle during driving; determining, based on the operating data, whether the carriage has rolled; When it is determined that the carriage is rolling, the state of the hydraulic support device is adjusted according to the rolling direction of the carriage to reduce the difference in the rolling angle between the carriage and the bogie.

2. The rail vehicle control method according to claim 1, characterized in that: The number of the hydraulic support devices is an even number of more than two, and they are symmetrically arranged on the left and right sides of the carriage; Adjusting the state of the hydraulic support device according to the rolling direction of the carriage includes: When the carriage rolls to the left side of the carriage, the height of the hydraulic support device on the left side of the carriage is adjusted to be raised, and the height of the hydraulic support device on the right side of the carriage is adjusted to be lowered; or, In the case where the carriage rolls to the right side of the carriage, the height of the hydraulic support device on the right side of the carriage is adjusted to be raised, and the height of the hydraulic support device on the left side of the carriage is adjusted to be lowered.

3. The rail vehicle control method according to claim 2, characterized in that: The rail vehicle further comprises a hydraulic control module, wherein the hydraulic control module is connected to each of the hydraulic support devices; In the case where the carriage rolls to the left side of the carriage, adjusting the height of the hydraulic support device on the left side of the carriage to increase, and adjusting the height of the hydraulic support device on the right side of the carriage to decrease, comprises: When the carriage rolls to the left side of the carriage, a first adjustment instruction is sent to the hydraulic control module to control the hydraulic control module to adjust the hydraulic medium to flow into the hydraulic support device on the left side of the carriage and to adjust the hydraulic medium to flow out of the hydraulic support device on the right side of the carriage; When the carriage rolls to the right side of the carriage, the height of the hydraulic support device on the right side of the carriage is adjusted to be raised, and the height of the hydraulic support device on the left side of the carriage is adjusted to be lowered, including: When the carriage rolls to the right side, a second adjustment instruction is sent to the hydraulic control module to control the hydraulic control module to adjust the hydraulic medium to flow into the hydraulic support device on the right side of the carriage and to adjust the hydraulic medium to flow out of the hydraulic support device on the left side of the carriage.

4. The rail vehicle control method according to claim 3, characterized in that: The hydraulic control module includes a hydraulic power unit, an electro-hydraulic control valve and an interactive hydraulic servo valve. The hydraulic power unit is connected to the electro-hydraulic control valve and is used to transmit hydraulic medium to the electro-hydraulic control valve. The electro-hydraulic control valve is connected to the interactive hydraulic servo valve and is used to transmit hydraulic medium to the interactive hydraulic servo valve and control the interactive hydraulic servo valve to adjust the flow of hydraulic medium of each hydraulic support device.

5. The rail vehicle control method according to claim 2, characterized in that: The rail vehicle further includes air springs, the number of the air springs is the same as the number of the hydraulic support devices, any one of the air springs is connected to one hydraulic support device, and the carriage and the bogie are connected via a connector between the air spring and the hydraulic support device; the method further includes: Obtaining the height of the air spring and the height of the hydraulic support device connected to the air spring to obtain the height of the connection between the air spring and the hydraulic support device; Whether to stop adjusting the height of the hydraulic support device is determined according to the difference between the heights of the connecting bodies.

6. The rail vehicle control method according to any one of claims 1 to 5, characterized in that: The operating data includes the rolling angle of the carriage and the rolling angle of the bogie; Determining whether the carriage rolls according to the operating data includes: Subtract the rolling angle of the carriage from the rolling angle of the bogie at the same moment to obtain the difference; When the absolute value of the difference is greater than or equal to a preset angle threshold, determining that the carriage is rolling; or, When the absolute value of the difference is smaller than the angle threshold, it is determined that the carriage is not rolling.

7. The rail vehicle control method according to any one of claims 1 to 5, characterized in that: The operating data includes lateral acceleration of the vehicle cabin; Determining whether the carriage rolls according to the operating data includes: When the value of the lateral acceleration is greater than or equal to a preset acceleration threshold, determining that the carriage is rolling; or, When the value of the lateral acceleration is less than the acceleration threshold, it is determined that the vehicle cabin is not rolling.

8. The rail vehicle control method according to any one of claims 1 to 5, characterized in that: The operation data includes the positioning position of the rail vehicle; Determining whether the carriage rolls according to the operating data includes: According to the positioning position of the rail vehicle and the rail map, identifying whether the rail vehicle enters a curved track section; In the case of identifying that the rail vehicle enters a curved track section, determining that the carriage rolls; or, When it is identified that the rail vehicle has not entered the curved track section, it is determined that the carriage has not rolled.

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 according to any one of claims 1 to 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 any one of claims 1 to 8 is implemented.

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