An active tilting system for train air springs

Abstract

The present invention belongs to the technical field of rail transit, and proposes a train air spring active tilting system. The system mainly obtains the displacement signal of the balance body in the balance sensor and the active tilting angle, and the controller judges whether the train is on a straight section or a curved section according to the displacement signal. If it is a curved section, a first current signal is output to the active tilting valve. At this time, the active tilting valve is controlled to inflate one side of the air spring for active tilting. During the active tilting process, the controller outputs a second current signal to the corresponding electromagnetic flow control valve according to the active tilting angle, and controls the opening degree of the electromagnetic flow control valve that is turned on to control the inflation flow rate; when the train is on a straight section or the active tilting system fails, the first current signal is not output to the active tilting valve. At this time, the air springs on both sides are in the original working state, and the air pressure difference between the air springs on both sides is maintained within a certain range.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, and particularly to a train air spring active tilting system. Background Art

[0002] Currently, during the running of high-speed trains, in order to ensure the running stability of high-speed trains and the comfort requirements of passengers, an air spring system can be used to support the train track and damp the train body. The existing train air spring system based on active tilting installed under the high-speed train body has a relatively complex tilting structure for realizing the active tilting function, so it has poor reliability, high cost, and a large amount of maintenance work.

[0003] Currently, the existing control method collects the unbalanced centrifugal acceleration value of the bogie, and then calculates and controls the active tilting angle of the train body. However, for curved sections, external interference may occur, resulting in fluctuations in the active tilting angle. This control method is not sensitive to interference, resulting in poor system stability and weak anti-interference ability. At the same time, the calculation of the active tilting angle of this control method depends on known train track line information, such as the inclination angle, curve radius, and curve direction at the curved track. Only on the premise of knowing this information can the active tilting angle be calculated and the controller decides which side to tilt.

[0004] There is also a control method that achieves the desired tilting angle by obtaining the target value of the height difference between the air springs on the left and right sides. It requires a large number of sensors, high cost, and the tilting angle finally obtained in this way may deviate greatly from the target value, which is not universal for different types of high-speed trains. At the same time, for the part related to active tilting, the signals of three vertical acceleration sensors installed in the center of the vehicle body floor in the transverse direction are used for modal decomposition to obtain the corresponding modal information. According to the vertical stability state of the high-speed train and the line geometry information, it is judged whether to perform active tilting. In addition, when calculating the active tilting angle, it is necessary for the high-speed train operation state identification module to output the curve radius and superelevation information of the train's location to calculate the active tilting angle. Summary of the Invention

[0005] The purpose of the present invention is to provide a train air spring active tilting system, which controls the tilting angle by the degree of deviation of the balance body from the equilibrium position. Since the displacement of the balance body is directly used to reflect the unbalanced centrifugal acceleration of the vehicle body, for the curved section where external interference may occur, resulting in fluctuations in the active tilting angle, the present invention is more sensitive to interference, and the system has better stability and anti-interference ability.

[0006] The technical solution adopted by the present invention to solve its technical problems is:

[0007] A train air spring active tilting system, comprising:

[0008] A balance sensor, connected to the car body, for obtaining the displacement signal of the balance body and the active tilting angle in the balance sensor, and sending them to the controller;

[0009] A pair of air springs, connected between the car body and the bogie, and horizontally distributed on both sides of the center of the bogie;

[0010] Two electromagnetic flow control valves, corresponding to the air springs on both sides, are respectively connected between the corresponding side air spring and the active tilting valve;

[0011] The active tilting valve is connected to the air storage tank and the electromagnetic flow control valves on both sides;

[0012] The controller is used to judge whether the train is on a straight section or a curved section according to the displacement signal. When the train is on a curved section, the controller outputs a first current signal to the active tilting valve. At this time, according to the first current signal, the active tilting valve is controlled to inflate one side of the air spring through the air storage tank to generate a height difference for active tilting. During the active tilting process, the controller outputs a second current signal to the corresponding electromagnetic flow control valve according to the active tilting angle, and controls the opening degree of the conductive electromagnetic flow control valve through the second current signal to realize the control of the inflation flow rate;

[0013] When the train is on a straight section or the active tilting system fails, the first current signal is not output to the active tilting valve. At this time, the air springs on both sides are in the original working state, and the air pressure difference between the air springs on both sides is maintained within a certain range.

[0014] As a further optimization, the pair of air springs are respectively a first air spring and a second air spring, and the two electromagnetic flow control valves are respectively a first electromagnetic flow control valve and a second electromagnetic flow control valve.

[0015] As a further optimization, the active tilting system further includes: a first switching valve, a second switching valve, a third switching valve, a differential pressure valve, a first height control valve, a second height control valve, a first additional air chamber, a second additional air chamber, a first air pressure sensor and a second air pressure sensor;

[0016] The first additional air chamber is connected to the first air spring, the second additional air chamber is connected to the second air spring, the differential pressure valve and the third switching valve are connected in series between the first additional air chamber and the second additional air chamber, both the first height control valve and the second height control valve are connected to the air storage tank, the first height control valve is connected to the first air spring through the first switching valve, the second height control valve is connected to the second air spring through the second switching valve, the first air pressure sensor is connected to the first additional air chamber, and the second air pressure sensor is connected to the second additional air chamber;

[0017] Both the first air pressure sensor and the second air pressure sensor are connected to the controller, and the controller is respectively connected to the first switching valve, the second switching valve, and the third switching valve.

[0018] As a further optimization, when the controller receives the displacement signal sent by the balance sensor, the controller determines whether the displacement signal exceeds the first threshold. If it does not exceed, it is determined that the train is on a straight section. At this time, the first switching valve, the second switching valve, and the third switching valve are all closed, and the differential pressure valve works normally. The differential pressure valve controls the air pressure difference between the air springs on both sides to be maintained within a certain range.

[0019] When the displacement signal exceeds the first threshold, it is determined that the train is on a curved section. At this time, the first switching valve, the second switching valve, and the third switching valve are all disconnected, and the differential pressure valve does not work.

[0020] As a further optimization, during the active tilt process, the first air pressure value of the first additional air chamber is detected by the first air pressure sensor, the second air pressure value of the second additional air chamber is detected by the second air pressure sensor, and the controller calculates the air pressure difference between the first air pressure value and the second air pressure value, and determines whether the air pressure difference exceeds the second threshold. If it exceeds, the third switching valve is opened, and the third switching valve is closed after it is less than the second threshold.

[0021] As a further optimization, during the active tilt process, after the balance body in the balance sensor is in the balanced position, if the train leaves the curved section, the displacement of the balance body increases in the reverse direction. At this time, the air spring on the other side is also inflated.

[0022] When the active tilt angle is less than the third threshold, it is determined that the train returns to the straight section. At this time, the air spring system is switched to the original working mode, and the first switching valve, the second switching valve, and the third switching valve are all opened, and the height of the air spring returns to the initial value.

[0023] As a further optimization, the controller controls the current output to the active tilt valve according to the displacement signal, that is, the first current signal.

[0024] After receiving the first current signal, the active tilt valve drives the left and right movement of the valve core through the coil to realize the inflation of the air spring on one side.

[0025] As a further optimization, during the active tilt process, the controller calculates the active tilt angular velocity and angular acceleration according to the active tilt angle, and outputs a second current signal to the corresponding electromagnetic flow control valve according to the active tilt angular velocity and angular acceleration. The opening of the electromagnetic flow control valve is used to limit the active tilt angular velocity and angular acceleration, so that the active tilt angle is limited within a certain angular range, and finally the inflation flow is controlled.

[0026] As a further optimization, the certain angular range is 0 to 3°.

[0027] As a further optimization, when the controller determines that the active tilt angle exceeds the certain angular range, the controller outputs a signal for the vehicle to decelerate and controls the corresponding electromagnetic flow control valve to close.

[0028] The beneficial effects of the present invention are as follows: Based on the original air spring system, it can not only achieve active tilt through the inflation of the air spring on curved sections, but also retain its original working characteristics on straight sections, and can also play the role of the original air spring system in case of system failures, making the system work safely and reliably. At the same time, the tilt angle is controlled by the degree of deviation of the balance body from the equilibrium position. Since the displacement of the balance body is directly used to reflect the unbalanced centrifugal acceleration of the vehicle body, for the possible external interference on curved sections that may cause fluctuations in the active tilt angle, the present invention is more sensitive to interference, and the system has better stability and anti-interference ability. Description of the Drawings

[0029] Figure 1 It is a schematic diagram of the system composition structure of a train air spring active tilt system in an embodiment of the present invention;

[0030] Figure 2 It is a schematic diagram of the structure of the balance sensor in an embodiment of the present invention;

[0031] Figure 3 It is a schematic diagram of the structure of the active tilt valve in an embodiment of the present invention;

[0032] Figure 4 It is a schematic diagram of the working principle of the differential pressure valve in an embodiment of the present invention. Detailed Embodiments

[0033] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. Usually, the components of the embodiments of the present invention described and illustrated in the drawings here can be arranged and designed in various different configurations.

[0034] Embodiment

[0035] What this embodiment provides is a train air spring active tilt system. For the schematic diagram of its system composition structure, refer to Figure 1 , wherein, the system includes:

[0036] A balance sensor, connected to the vehicle body, for acquiring the displacement signal of the balance body and the active tilt angle in the balance sensor and sending them to the controller;

[0037] A pair of air springs, connected between the car body and the bogie, and horizontally distributed on both sides of the center of the bogie;

[0038] Two electromagnetic flow control valves, correspondingly arranged with the air springs on both sides, and respectively connected between the air spring on the corresponding side and the active tilting valve;

[0039] An active tilting valve, connected between the air storage tank and the electromagnetic flow control valves on both sides. Among them, the air storage tank can provide a stable air source for the air spring system;

[0040] A controller, used to judge whether the train is on a straight section or a curved section according to the displacement signal. When the train is on a curved section, the controller outputs a first current signal to the active tilting valve. At this time, according to the first current signal, the active tilting valve is controlled to inflate one side of the air spring through the air storage tank to generate a height difference for active tilting. During the active tilting process, the controller outputs a second current signal to the corresponding electromagnetic flow control valve according to the active tilting angle, and controls the opening of the conductive electromagnetic flow control valve through the second current signal to realize the control of the inflation flow rate;

[0041] When the train is on a straight section or the active tilting system fails, the first current signal is not output to the active tilting valve. At this time, the air springs on both sides are in the original working state, and the air pressure difference between the air springs on both sides is maintained within a certain range.

[0042] In the above system, the pair of air springs are respectively a first air spring and a second air spring, and the two electromagnetic flow control valves are respectively a first electromagnetic flow control valve and a second electromagnetic flow control valve.

[0043] In the specific application process, in order to illustrate the active tilting process of this embodiment, therefore, the above active tilting system may further include: a first switching valve, a second switching valve, a third switching valve, a differential pressure valve, a first height control valve, a second height control valve, a first additional air chamber, a second additional air chamber, a first air pressure sensor and a second air pressure sensor;

[0044] The first additional air chamber is connected to the first air spring, the second additional air chamber is connected to the second air spring, the differential pressure valve and the third switching valve are connected in series between the first additional air chamber and the second additional air chamber, both the first height control valve and the second height control valve are connected to the air storage tank, the first height control valve is connected to the first air spring through the first switching valve, the second height control valve is connected to the second air spring through the second switching valve, the first air pressure sensor is connected to the first additional air chamber, and the second air pressure sensor is connected to the second additional air chamber;

[0045] The first air pressure sensor and the second air pressure sensor are both connected to a controller, and the controller is respectively connected to a first switching valve, a second switching valve, and a third switching valve.

[0046] See Figure 2 for the structural schematic diagram of the balance sensor, where the balance sensor is installed under the vehicle body. Ignoring friction, when the balance body in the balance sensor is in a balanced state, by analyzing the forces acting on the balance body in the lateral direction, it can be known that , where is the centrifugal acceleration value, is the spring stiffness coefficient, is the displacement of the balance body in the lateral direction, is the angle between the sensor plane and the horizontal plane. When the spring stiffness coefficient takes the value , is the spring stiffness coefficient and the balance body ratio, the calculated unbalanced centrifugal acceleration value is only related to the displacement of the balance body, that is , taking the first threshold of the unbalanced centrifugal acceleration as 0.7 m / s 2 , the first threshold of the unbalanced centrifugal acceleration is 0.3 m / s 2 , then a first threshold of the corresponding balance body displacement is , and another first threshold of the balance body displacement is . Taking the equilibrium position of the balance body as the coordinate origin, the displacement information is collected by a displacement sensor and sent to the controller to reflect the magnitude of the unbalanced centrifugal acceleration. Through signal processing and controller calculation, a current signal is output to the active tilt valve. The balance sensor is also equipped with an angle sensor to detect the provided active tilt angle, that is, the angle between the bogie and the vehicle body, and the active tilt angle is also sent to the controller.

[0047] See Figure 3 for the structural schematic diagram of the active tilt valve, where the first current signal of the controller drives the movement of the valve core through a coil to realize the inflation of the air spring on the left or right side. When powered off, the active tilt valve should have the function of actively closing and is not connected to the air spring on the left (first) or right (second) side at this time to ensure safety.

[0048] See Figure 4Schematic diagram of the working principle of the medium differential pressure valve. When the train is on a straight section, to make the system in its original working state, the third switching valve is closed at this time, and the differential pressure valve works normally, maintaining the air pressure difference between the left and right air springs within a certain range; when the vehicle enters a curved section, since the working principle of the differential pressure valve is contrary to the active tilting effect, the third switching valve disconnects, and at this time the differential pressure valve does not act, and the air intakes of the left and right air springs generate a height difference, thereby performing active tilting; when it is detected that the air pressure difference between the additional air on the left and right sides is greater than a certain threshold (the second threshold, set to 1.5 bar), the third switching valve is opened at this time and closed after being less than the threshold.

[0049] It should be noted that when this embodiment is applied, it can be realized through the following steps:

[0050] First, the balance sensor installed under the car body outputs the displacement signal of the balance body. The displacement signal is processed and sent to the controller for judgment by the controller: when the displacement signal exceeds a certain threshold (the first threshold), it is judged that the vehicle passes through the transition curve. At this time, the air spring system should be switched to the active tilting mode, and the third switching valve connected to the differential pressure valve is closed, and the switching valves (the first switching valve and the second switching valve) connected to the height control valves on both sides should also be closed.

[0051] Second, the controller controls the current output to the active tilting valve by the displacement signal of the balance sensor, realizes the left and right movement of the valve body inside the active tilting valve, and further realizes the inflation of one side of the air spring to generate an active tilting effect. When the displacement of the balance body exceeds the first threshold of the set balance body displacement, the active tilting action is performed, and the inflation side of the air spring is in the same direction as the displacement direction of the balance body. If the train is passing through a left curve, at this time, due to the existence of unbalanced centrifugal acceleration, the balance body in the balance sensor has a displacement towards the outside of the curve, and the current signal output to the active tilting valve should make the valve body move to the left, thereby realizing the inflation of the right (second) air spring. During the active tilting process, the controller calculates the appropriate active tilting angular velocity and angular acceleration after receiving the signal and processing the active tilting angle detected by the balance sensor, and limits it through the electromagnetic flow control valve to ensure the comfort of the tilting process. The tilting angular acceleration is taken to be less than or equal to 0.6 ° / s², and the tilting angular velocity is less than or equal to 4 ° / s. The second current signal of the electromagnetic flow control valve comes from the controller.

[0052] Then, as the active tilt angle increases, the displacement of the balance body gradually approaches the equilibrium position. When the displacement of the balance body is less than the second threshold of the set balance body displacement or the detected active tilt angle is equal to 3°, the inflation operation is no longer performed. Ideally, when the active tilt angle just meets the requirements, the balance body is in the equilibrium position at this time. When the vehicle leaves the curved section, the displacement of the balance body increases in the reverse direction. At this time, the air spring on the other side is also inflated. When the displacement of the balance body increases in the reverse direction and the detected active tilt angle is less than a certain threshold of 0.5° (the third threshold), it is determined that the vehicle returns to a straight line. At this time, the air spring system should be switched to the original working mode, the third switching valve connecting the differential pressure valve is opened, and the switching valves (the first switching valve and the second switching valve) connecting the height control valves on both sides are also opened, and the air spring height returns to the initial value.

[0053] Here, during the control process, the tilt angular velocity should meet the requirements, and the tilt angular acceleration should meet the requirements (to meet comfort). This process relies on the controller to control the opening degree of the electromagnetic flow control valve to achieve flow control. The active tilt angle is limited within 0 to 3°. When the active tilt angle detected by the angle sensor installed on the balance sensor exceeds the range and a larger active tilt angle is required to meet the requirements at this time, the controller will output a signal to decelerate the vehicle to ensure the safety of passing through the curve, and control the corresponding electromagnetic flow control valve to close; the internal pressure of the air spring is limited within a reasonable range, and if it exceeds the limit, the switching valve of the height control valve on the corresponding side is opened; the pressure difference between the left and right air springs is limited within a reasonable range, and if it exceeds the limit, the third switching valve connecting the differential pressure valve is opened to balance the pressure with the differential pressure valve, and if it is lower than the limit, it is closed.

[0054] To ensure that the system still has the function of the original air spring system in the case of power failure, the first switching valve, the second switching valve, and the third switching valve should all be of the normally closed type, and the active tilt valve does not conduct to any side air spring without the action of the current signal.

[0055] The above are only the preferred embodiments of the present invention and are not used to limit the present invention. For those skilled in the art, the present invention can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A train air spring active tilting system, characterized in that, Comprising: A balance sensor, connected to the vehicle body, for obtaining the displacement signal of the balance body and the active tilt angle in the balance sensor, and sending them to the controller; A pair of air springs, connected between the vehicle body and the bogie, and laterally distributed on both sides of the center of the bogie. The pair of air springs are respectively the first air spring and the second air spring; Two electromagnetic flow control valves, arranged corresponding to the air springs on both sides, respectively connected between the corresponding side air spring and the active tilt valve. The two electromagnetic flow control valves are respectively the first electromagnetic flow control valve and the second electromagnetic flow control valve; An active tilt valve, connected between the air reservoir and the electromagnetic flow control valves on both sides; A controller, for judging whether the train is on a straight section or a curved section according to the displacement signal. When the train is on a curved section, the controller outputs a first current signal to the active tilt valve. At this time, according to the first current signal, the active tilt valve is controlled to inflate one side of the air spring through the air reservoir to generate a height difference for active tilting. During the active tilting process, the controller outputs a second current signal to the corresponding electromagnetic flow control valve according to the active tilt angle, and controls the opening degree of the conductive electromagnetic flow control valve through the second current signal to realize the control of the inflation flow rate; When the train is on a straight section or the active tilt system fails, the first current signal is not output to the active tilt valve. At this time, the air springs on both sides are in the original working state, and the air pressure difference between the air springs on both sides is maintained within a certain range; The active tilt system further includes: a first switching valve, a second switching valve, a third switching valve, a differential pressure valve, a first height control valve, a second height control valve, a first additional air chamber, a second additional air chamber, a first air pressure sensor and a second air pressure sensor; The first additional air chamber is connected to the first air spring, the second additional air chamber is connected to the second air spring, the differential pressure valve and the third switching valve are connected in series between the first additional air chamber and the second additional air chamber. The first height control valve and the second height control valve are both connected to the air reservoir. The first height control valve is connected to the first air spring through the first switching valve, and the second height control valve is connected to the second air spring through the second switching valve. The first air pressure sensor is connected to the first additional air chamber, and the second air pressure sensor is connected to the second additional air chamber; Both the first air pressure sensor and the second air pressure sensor are connected to the controller, and the controller is respectively connected to the first switching valve, the second switching valve and the third switching valve.

2. The active tilting system of the train air spring according to claim 1, characterized in that When the controller receives the displacement signal sent by the balance sensor, it judges whether the displacement signal exceeds the first threshold through the controller. If it does not exceed, it judges that the train is on a straight section. At this time, the first switching valve, the second switching valve and the third switching valve are all closed, and the differential pressure valve works normally, and the air pressure difference between the air springs on both sides is controlled to be maintained within a certain range by the differential pressure valve; When the displacement signal exceeds the first threshold, it is judged that the train is on a curved section. At this time, the first switching valve, the second switching valve and the third switching valve are all disconnected, and the differential pressure valve does not work.

3. The active tilting system of the train air spring according to claim 2, characterized in that, During the active tilt process, the first air pressure value of the first additional air chamber is detected by the first air pressure sensor, the second air pressure value of the second additional air chamber is detected by the second air pressure sensor, and the controller calculates the air pressure difference between the first air pressure value and the second air pressure value, and determines whether the air pressure difference exceeds the second threshold. If it exceeds, the third switching valve is opened, and the third switching valve is closed after it is less than the second threshold.

4. The active tilting system of the train air spring according to claim 1, characterized in that, During the active tilt process, when the balance body in the balance sensor is in the balanced position, if the train leaves the curved track section, the displacement of the balance body increases in the reverse direction. At this time, the air spring on the other side is also inflated; When the active tilt angle is less than the third threshold, it is determined that the train returns to the straight track section. At this time, the air spring system is switched to the original working mode, and the first switching valve, the second switching valve, and the third switching valve are all opened, and the height of the air spring returns to the initial value.

5. The active tilt system of a train air spring according to claim 4, characterized in that, The controller controls the current output to the active tilt valve according to the displacement signal, that is, the first current signal; After receiving the first current signal, the active tilt valve drives the spool to move left and right through the coil, so as to inflate the air spring on one side.

6. The active tilt system of the train air spring according to claim 4, characterized in that, During the active tilt process, the controller calculates the active tilt angular velocity and angular acceleration according to the active tilt angle, and outputs a second current signal to the corresponding electromagnetic flow control valve according to the active tilt angular velocity and angular acceleration. The opening degree of the electromagnetic flow control valve is used to limit the active tilt angular velocity and angular acceleration, so that the active tilt angle is limited within a certain angle range, and finally the inflation flow rate is controlled.

7. The active tilting system of the train air spring according to claim 6, characterized in that, The certain angle range is 0 to 3°.

8. A train air spring active tilt system according to claim 6 or 7, characterized in that, When the controller determines that the active tilt angle exceeds the certain angle range, the controller outputs a signal to decelerate the vehicle and controls the corresponding electromagnetic flow control valve to close.

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