Anti-bending system and control method thereof

Abstract

The invention relates to the field of tramcars, and discloses an anti-bending system which is connected with two adjacent carriages, and each carriage comprises a vehicle body, a bogie hinged to the vehicle body and steering oil cylinders located at the two ends of the bogie and hinged to the vehicle body and the bogie respectively. The system comprises a control system, a steering control loop communicated with two adjacent carriage steering oil cylinders, a control valve assembly connected with the steering control loop and a buffer loop. The buffering loop comprises a buffering oil cylinder and a buffering electromagnetic valve, the control system is connected with the steering control loop, the control valve assembly and the buffering electromagnetic valve, the two ends of the buffering oil cylinder are connected with the steering control loop and the buffering electromagnetic valve respectively, one end of the buffering electromagnetic valve enables the buffering oil cylinder to be short-circuited, and the other end of the buffering electromagnetic valve is connected with the steering control loop in parallel. The buffering electromagnetic valve is used for controlling connection and disconnection of the buffering oil cylinder and the steering control loop and controlling disconnection of the buffering loop and the steering control loop. The invention further discloses a control method thereof. The device can meet the safety and buffering requirements of different working conditions.

Description

Technical Field

[0001] The invention relates to an anti-bending system and a control method thereof, and belongs to the field of trams. Background Art

[0002] The traffic routes for tram vehicles are characterized by many sections, small station spacing, frequent acceleration and deceleration of trains, high departure density, large passenger flow density, small curve radius, and multiple roadbed types. Therefore, high requirements are placed on the vehicle's small curve passing performance and lateral stability during high-speed operation. For tram vehicles with mid-bogies, the distance from the hinge point between the car body to the bogie's rotation center is long, so the vehicle is restricted by the rotation constraint between the bogie and the car body when passing a small radius curve; in particular, when the vehicle needs rescue due to a malfunction, it is easy to derail when towing the vehicle on a curve or a bad track. In order to avoid undesirable lateral displacement and yaw vibration of the car body when the tram passes a curve, tram vehicles are generally equipped with a steering hydraulic control system, namely an anti-bending system.

[0003] However, the existing anti-bending system cannot meet the safety and buffering requirements of different working conditions. It has the following technical difficulties: when the vehicle passes through a small curve, the hydraulic system is required to mainly transmit force energy to achieve smooth steering of the multi-section vehicle body; when the vehicle is driving at high speed, the frequency and maximum amplitude of the lateral vibration of the vehicle body cannot be constrained, and the hydraulic system is required to absorb the inertia of the digestion system to ensure the stability of the vehicle; when the vehicle is driving with a fault, the hydraulic system is required to respond quickly.

[0004] In the prior art, patent CN106828528A discloses a method and device for controlling the anti-bending of the body of an intercity rail vehicle, which prevents the relative rotation of the body and the bogie by setting a steering cylinder and a buffer valve block, thereby avoiding the safety hazards caused by the excessive rotation speed and excessive rotation amplitude of the body; however, this invention can only provide a stiffness for the entire anti-bending system, and the stiffness is the largest, which is only applicable to the situation when the vehicle is driving in a faulty way, and cannot be better applied to the situation when the vehicle is driving in a curve, driving at a low-medium speed, or driving at a high speed. Patent CN112483510A discloses a buffer cylinder for the anti-bending system of a low-floor tram, which reduces the pressure peak of the high-pressure oil circuit by diverting a part of the large-flow, high-pressure hydraulic oil from the front bogie control cylinder into an oil chamber (high-pressure chamber) of the buffer cylinder, thereby achieving the buffering of the vibration impact of the low-floor tram and improving the driving comfort of the vehicle; however, this invention can only provide a stiffness for the anti-bending system, which is only applicable to the situation when the vehicle is driving in a curve, driving at a low-medium speed, and cannot be better applied to the situation when the vehicle is driving at a high speed or driving in a fault.

[0005] That is, none of the above patents solve the problem that the existing anti-bending system cannot meet the safety and buffering requirements of different working conditions, and none of them provide different stiffness for the anti-bending system through the cooperation of a buffer solenoid valve, a buffer oil cylinder and a control system under normal vehicle driving modes (cornering, low and medium speed driving, high speed driving) and fault driving conditions. Moreover, the above patents cannot adjust the stiffness of the entire hydraulic anti-bending system to the lowest value, cannot reduce the correlation of hydraulic energy between each car body to the lowest level, and cannot enable the vehicle to have the lowest vibration frequency and intensity during high speed driving to further improve passenger comfort. Therefore, the above patents are different from the technical solution of the present invention. Summary of the Invention

[0006] The present invention aims to provide an anti-bending system that can solve the problem that the existing anti-bending system cannot meet the safety and buffering requirements of different working conditions, can adjust the stiffness of the system to the lowest value, reduce the correlation of hydraulic energy between each car body to the lowest level, and enable the vehicle to have the lowest vibration frequency and intensity during high speed driving, thus greatly improving passenger comfort.

[0007] To achieve the above object, the technical solution adopted by the present invention is as follows:

[0008] An anti-bending system is connected to two adjacent carriages. The carriage includes a car body, a bogie hinged to the car body, and steering cylinders located at both ends of the bogie. One end of the steering cylinder is hinged to the car body and the other end is hinged to the bogie. The anti-bending system includes a steering control circuit communicating with the steering cylinders of two adjacent carriages, and a control valve assembly connected to the steering control circuit. The anti-bending system further includes a control system and a buffer circuit connected in parallel with the steering control circuit. The buffer circuit includes a buffer oil cylinder and a buffer solenoid valve. The control system is respectively connected to the steering control circuit, the control valve assembly and the buffer solenoid valve. One end of the buffer oil cylinder is connected to the steering control circuit and the other end is connected to the buffer solenoid valve. One end of the buffer solenoid valve shorts the buffer oil cylinder and the other end is connected in parallel with the steering control circuit. The buffer solenoid valve is used to control the on-off of the buffer oil cylinder and the steering control circuit and control the disconnection of the buffer circuit and the steering control circuit.

[0009] Further, the buffer solenoid valve is a three-position proportional throttle solenoid valve. When the spool of the buffer solenoid valve is in the middle position, the buffer oil cylinder communicates with the steering control circuit. When the spool of the buffer solenoid valve is in the left position, the buffer oil cylinder is cut off from the steering control circuit and the buffer oil cylinder is short-circuited. When the spool of the buffer solenoid valve is in the right position, the buffer circuit is disconnected from the steering control circuit.

[0010] Further, a set of control valve assemblies is arranged in one carriage. A set of control valve assemblies consists of two proportional throttle solenoid valves connected in parallel. Each proportional throttle solenoid valve is composed of a proportional throttle circuit and a check valve circuit connected in parallel.

[0011] Further, the oil inlet ends of two steering cylinders of the same carriage are connected through a pipeline and a proportional throttle solenoid valve to form an oil inlet passage; the oil outlet ends of two steering cylinders of the same carriage are also connected through a pipeline and a proportional throttle solenoid valve to form an oil outlet passage; the oil inlet passage and the oil outlet passage of adjacent two carriages are connected in a cycle through a steering control circuit.

[0012] Further, the steering control circuit includes a first hydraulic pipeline and a second hydraulic pipeline; the oil outlet passage in the first vehicle body of adjacent two carriages is connected to the oil inlet passage in the second vehicle body through the first hydraulic pipeline, and the oil inlet passage in the first vehicle body of adjacent two carriages is connected to the oil outlet passage in the second vehicle body through the second hydraulic pipeline; one end of the buffer cylinder is connected to the second hydraulic pipeline, and the other end is connected to a buffer solenoid valve. One end of the buffer solenoid valve is connected to the second hydraulic pipeline to short-circuit the buffer cylinder, and the other end of the buffer solenoid valve is respectively connected to the first hydraulic pipeline and the second hydraulic pipeline.

[0013] Further, the control system includes a controller and a pressure sensor. The controller is connected to the buffer solenoid valve, and the pressure sensor is arranged in the steering control circuit.

[0014] A control method for an anti-bending system includes the following steps:

[0015] When the vehicle is driving on a curve or at a low or medium speed, the control system controls the spool of the buffer solenoid valve to switch to the middle position. At the same time, after the control valve assembly receives a positive difference signal, it adjusts the over-current gap in the valve to be smaller, so that the loop damping increases;

[0016] When the vehicle is driving straight at a high speed, the control system controls the spool of the buffer solenoid valve to switch to the left position. At the same time, after the control valve assembly receives a negative difference signal, it adjusts the over-current gap in the valve to be larger, so that the loop damping decreases; the difference signal is the difference between the actual pressure value and the set pressure value of the steering control circuit measured by the pressure sensor in the control system;

[0017] When the vehicle is driving in case of a fault, the control system controls the spool of the buffer solenoid valve to switch to the right position.

[0018] Further, the control system controls the spool of the buffer solenoid valve to switch to the middle position, including: the fault input end of the controller of the control system is at a high level, and the speed input end of the controller of the control system is at a low level. At this time, the control system controls both the M0 electromagnet and the M1 electromagnet of the buffer solenoid valve to be at a low level, so that the spool of the buffer solenoid valve switches to the middle position;

[0019] The control system controls the spool of the buffer solenoid valve to switch to the left position as follows: both the fault input terminal and the speed input terminal of the controller of the control system are at high level. At this time, the control system makes the M0 electromagnet of the buffer solenoid valve at high level and the M1 electromagnet at low level, so that the spool of the buffer solenoid valve switches to the left position;

[0020] The control system controls the spool of the buffer solenoid valve to switch to the right position as follows: the control system makes the M0 electromagnet of the buffer solenoid valve at low level and the M1 electromagnet at high level, so that the spool of the buffer solenoid valve switches to the right position.

[0021] Further, the control system controls the spool of the buffer solenoid valve to switch to the middle position as follows: a curve sensor capable of detecting curve driving is arranged in the control system. When the curve sensor detects that the vehicle is driving on a curve, it feeds back a signal to the control system. At this time, the control system makes both the M0 electromagnet and the M1 electromagnet of the buffer solenoid valve at low level, so that the spool of the buffer solenoid valve switches to the middle position;

[0022] The control system controls the spool of the buffer solenoid valve to switch to the left position as follows: a curve sensor capable of detecting curve driving is arranged in the control system. When the curve sensor does not detect that the vehicle is driving on a curve, it feeds back a signal to the control system. At this time, the control system makes the M0 electromagnet of the buffer solenoid valve at high level and the M1 electromagnet at low level, so that the spool of the buffer solenoid valve switches to the left position;

[0023] The control system controls the spool of the buffer solenoid valve to switch to the right position as follows: when the vehicle is driving in case of a fault, the control system makes the M0 electromagnet of the buffer solenoid valve at low level and the M1 electromagnet at high level, so that the spool of the buffer solenoid valve switches to the right position.

[0024] Compared with the prior art, the beneficial effects of the present invention are:

[0025] By setting up a buffer circuit, i.e., setting up a buffer solenoid valve, etc., the present invention can provide three different stiffnesses for the anti-bending system, which can meet the safety and buffer requirements of different working conditions. That is, it can provide a good delay in the transmission of force energy when the vehicle turns, can restrain the vibration frequency and amplitude of the vehicle body when the vehicle is running in a straight line at high speed to improve the comfort of passengers, and can facilitate the operation of the vehicle in the fault mode, with strong adaptability. By setting up a control valve assembly, etc., the present invention can absorb the inertial energy transmitted by the hydraulic system, making the system operation more stable and safe; at the same time, the buffer function of the control valve assembly for the hydraulic system is realized through the stepless adjustment of the proportional solenoid valve, which is convenient for calibration and has no mechanical operation. By the combined action of setting up a buffer circuit and a control valve assembly, etc., the stiffness of the system can be adjusted to the lowest value, reducing the correlation of hydraulic energy between each vehicle body to the lowest level, making the vehicle have the lowest vibration frequency and intensity when driving at high speed, and improving the comfort of passengers. When debugging the present invention, it is not necessary to disassemble the hydraulic system, eliminating the cumbersome work of repeatedly draining, filtering, refilling, exhausting, and debugging the system. Only by inputting data into the software interface can the buffer debugging task be completed, with convenient operation, high efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 is the structural schematic diagram of the present invention;

[0027] Figure 2 is the connection schematic diagram of the buffer circuit of the present invention when the vehicle is running at low and medium speeds and turning;

[0028] Figure 3 is the connection schematic diagram of the buffer circuit of the present invention when the vehicle is running at high speed;

[0029] Figure 4 is the connection schematic diagram of the buffer circuit of the present invention when the vehicle is running in case of failure.

[0030] In the figure

[0031] 5. Pressure sensor; 6. First hydraulic pipeline; 7. Second hydraulic pipeline; 8. Buffer solenoid valve; 9. Buffer oil cylinder; 10. VCU controller; 11. Second vehicle body; 12. First vehicle body; 13. Second bogie; 14. First bogie. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0032] The present invention will be described in detail below with reference to the drawings and in conjunction with embodiments. It should be noted that, without conflict, the embodiments in the present invention and the features in the embodiments can be combined with each other. For the convenience of description, words such as "upper", "lower", "left", and "right" in the following text only indicate the same direction as the upper, lower, left, and right directions of the drawings themselves, and do not limit the structure.

[0033] Embodiment 1

[0034] As Figure 1 - Figure 4 shown, an anti-bending system is configured in a tram vehicle. It can buffer and absorb the impacts and vibrations of the tram vehicle when passing through small curves, turnouts, and running at high speeds. It can enhance the performance of the vehicle when passing through small curves and the smoothness when running at high speeds, keep the vehicle within the track gauge, and provide a better sense of comfort for passengers. Each carriage of the tram vehicle includes a car body, a bogie hinged to the car body, and steering cylinders located at both ends of the bogie; a bogie is arranged directly below the middle of each car body of the tram vehicle, and a steering cylinder is arranged in front of and behind the bogie in the longitudinal direction of the vehicle. One end of the piston rod of the steering cylinder is hinged to the bogie, and the other end, i.e., the cylinder body, is hinged to the bottom of the car body. This system is connected to two adjacent carriages of the tram. The system includes a control system, a steering control circuit, a control valve assembly, and a buffer circuit; among them, the control system is respectively connected to the steering control circuit, the control valve assembly, and the buffer solenoid valve 8. The control system includes a controller and a pressure sensor 5. The controller is connected to the buffer solenoid valve 8, and the pressure sensor 5 is connected to the steering control circuit. Among them, the controller uses a VCU controller 10 (vehicle controller) and is connected to the buffer solenoid valve 8. The steering control circuit is connected to the steering cylinders of two adjacent carriages. The steering control circuit includes a first hydraulic pipeline 6 and a second hydraulic pipeline 7. The control valve assembly is connected to the steering control circuit. The control valve assembly is composed of two identical proportional throttle solenoid valves. Each proportional throttle solenoid valve is composed of a parallel connection of a proportional throttle circuit and a one-way valve circuit. In this way, the system has both the function of one-way proportional throttling and the function of one-way oil replenishment; a set of control valve assemblies is provided for each carriage, and a set of control valve assemblies is composed of two parallel proportional throttle solenoid valves. A buffer circuit is also connected in parallel outside the steering control circuit. A buffer cylinder 9 with a compression spring reset and a buffer solenoid valve 8 are arranged in the buffer circuit; the compression spring in the buffer cylinder 9 has a certain pre-compression amount. Therefore, when the hydraulic oil flows through the buffer cylinder 9, it first has to overcome the pre-compression force of the spring before the buffer cylinder 9 will move; the on-off of the buffer cylinder 9 and the steering control circuit and the disconnection of the buffer circuit and the steering control circuit are controlled by the buffer solenoid valve 8; the setting of the opening pressure of the buffer cylinder 9 determines the delay time of the buffer delay function of the buffer cylinder 9, which can avoid the vibration superposition of the system and reduce the amplitude and intensity of the vibration; the setting of the buffer solenoid valve 8 can achieve variable stiffness of the buffer circuit to adapt to different operating conditions of the vehicle. The pressure sensor 5 is arranged in the steering control circuit; the pressure of the system is monitored by the pressure sensor 5 and fed back to the control system to control the current value of the control valve assembly (i.e., control Figure 1 the current values of the electromagnets M2 - M5 in it), so as to play a role in adjusting the damping of each circuit.

[0035] The oil inlet ends of two steering cylinders of the same carriage are connected through a pipeline and a proportional throttle solenoid valve to form an oil inlet passage; the oil outlet ends of two steering cylinders of the same carriage are also connected through a pipeline and a proportional throttle solenoid valve to form an oil outlet passage; the oil inlet passages and oil outlet passages of adjacent two carriages are cyclically connected through a steering control circuit, that is, the oil outlet passage of the first vehicle body 12 in adjacent two carriages is connected to the oil inlet passage in the second vehicle body 11 through the first hydraulic pipeline 6, and the oil inlet passage in the first vehicle body 12 in adjacent two carriages is connected to the oil outlet passage in the second vehicle body 11 through the second hydraulic pipeline 7.

[0036] The control valve assembly consists of two identical proportional throttle solenoid valves, which are built in together and are connected in parallel in pairs to form four oil ports connected to two steering cylinders, and the other two external output oil ports are connected to adjacent carriages. Among them, the proportional throttle circuit can consume hydraulic energy and form back pressure due to the heat generated by friction of the unidirectional and rapidly flowing oil through an adjustable throttle gap, apply a suitable damping force to the movement of the piston of the steering cylinder to drive the telescopic movement of the piston rod, and limit the telescopic speed of the steering cylinder; the proportional throttle circuit can also limit the maximum damping force in the buffer circuit to avoid damage to the oil cylinder. The one-way valve circuit can supplement oil to the oil suction cavity of the suddenly stopped steering cylinder when the vehicle body rotates and vibrates, and reduce the frequency and amplitude of vibration. By adopting the proportional throttle solenoid valve, the present system can also solve the following problems existing in the prior art: (1) The existing hydraulic system buffers the impact of the vehicle body through a single flow control, and the buffering effect is poor, and the impact of the vehicle body on the oil cylinder is relatively large; (2) The existing hydraulic system adopts a fixed throttle orifice, which cannot be dynamically adjusted during use; and each adjustment and maintenance requires unloading the hydraulic system, disassembling the hydraulic valve group, and after installation, it is necessary to inject oil, exhaust gas, and debug, which is very time-consuming.

[0037] The buffer solenoid valve 8 provided in the buffer circuit is a three-position proportional throttling solenoid valve. When the valve core of the buffer solenoid valve 8 is in the middle position, the buffer oil cylinder 9 is connected with the steering control circuit. At this time, the buffer oil cylinder 9 plays a buffering role in the entire circuit. This is the normal mode of the system, which is suitable for low- and medium-speed driving and turning driving of the vehicle (this is the same situation, low- and medium-speed refers to the vehicle speed within 50km / h); when the valve core of the buffer solenoid valve 8 is in the left position (at this time, the buffer solenoid valve 8 can short-circuit the buffer oil cylinder 9, and the state of the buffer solenoid valve 8 is equivalent to a connected component placed in the circuit, and the valve itself plays a certain damping role), the buffer oil cylinder 9 is cut off from the steering control circuit, and the buffer oil cylinder 9 is isolated and no longer participates in the operation. At this time, the oil discharged from the steering oil cylinder of the first car will not pass through the second car, but will flow directly back after passing through the buffer solenoid valve 8, so that the hydraulic pressure between the car bodies is The correlation between energy can be reduced to a minimum, which can also reduce the vibration superposition of the system and stagger the vibration peaks. The system enters the proportional throttling function mode. The proportional throttling circuit of the proportional throttling solenoid valve participates in the stiffness control of the entire hydraulic system, namely the anti-bending system, and can adjust the stiffness of the hydraulic system to obtain the minimum lateral vibration amplitude and frequency. This mode is suitable for high-speed vehicle driving (high speed means a speed greater than 50km / h); when the valve core of the buffer solenoid valve 8 is in the right position, the buffer circuit is disconnected from the steering control circuit, that is, the entire buffer circuit is completely cut out of the system. The system has the greatest stiffness and the fastest response speed in this mode. The system enters a fault mode in which the vehicle compartments are forced to turn each other, which is convenient for the vehicle to operate in a fault mode (a brake or traction system of the vehicle fails).

[0038] The buffer oil cylinder 9 provided in the buffer circuit includes a cylinder body, a bidirectional piston rod sleeved in the cylinder body, and a compression spring connected to both ends of the bidirectional piston rod; wherein the cylinder body is divided into two oil chambers by the bidirectional piston rod, and a connecting oil port is provided on the cylinder body corresponding to each oil chamber, and the oil port is connected or disconnected with the steering control circuit through the buffer solenoid valve 8, and the compression spring is provided with a certain pre-compression amount; when the hydraulic oil flows into the corresponding oil chamber through the oil port at one end of the cylinder body, the hydraulic oil overcomes the pre-compression force of the compression spring and drives the bidirectional piston rod to move in the cylinder body. One end of the buffer oil cylinder 9 (i.e., one of the oil ports) is connected to the buffer solenoid valve 8 through a pipeline and then connected to one of the paths (the first hydraulic pipeline 6) of the steering control circuit, and the other end of the buffer oil cylinder 9 (i.e., the other oil port) is connected to the buffer solenoid valve 8 and the other path (the second hydraulic pipeline 7) of the steering control circuit through pipelines. By configuring the buffer cylinder 9 and its coordination with the buffer solenoid valve 8, the system can also solve the following problems existing in the prior art: the existing hydraulic system uses a buffer cylinder 9 with fixed stiffness, which only has a delayed buffering effect in a certain operating range, has limitations, and is not adaptable.

[0039] like Figure 1As shown in the figure, in two adjacent carriages of a tram entering a small curve, a first bogie 14 is hinged directly below the middle of a first car body 12. A 1a steering oil cylinder and a 1b steering oil cylinder are arranged respectively in the front and rear of the first bogie 14. A set of control valve components corresponding to the first car body 12 consists of a 3a proportional throttle solenoid valve and a 3b proportional throttle solenoid valve; a second bogie 13 is hinged directly below the middle of a second car body 11. A 2a steering oil cylinder and a 2b steering oil cylinder are arranged respectively in the front and rear of the second bogie 13. A set of control valve components corresponding to the second car body 11 consists of a 4a proportional throttle solenoid valve and a 4b proportional throttle solenoid valve. The V1 port of the 1a steering oil cylinder is connected to the V2 port of the 1b steering oil cylinder through a pipeline and then connected to the 3a proportional throttle solenoid valve. The V2 port of the 2a steering oil cylinder is connected to the V1 port of the 2b steering oil cylinder through a pipeline and then connected to the 4a proportional throttle solenoid valve. Then, the 3a proportional throttle solenoid valve and the 4a proportional throttle solenoid valve are connected through a first hydraulic pipeline 6; the V2 port of the 1a steering oil cylinder is connected to the V1 port of the 1b steering oil cylinder through a pipeline and then connected to the 3b proportional throttle solenoid valve. The V1 port of the 2a steering oil cylinder is connected to the V2 port of the 2b steering oil cylinder through a pipeline and then connected to the 4b proportional throttle solenoid valve. Then, the 3b proportional throttle solenoid valve and the 4b proportional throttle solenoid valve are connected through a second hydraulic pipeline 7. A pressure sensor 5 is provided on each of the first hydraulic pipeline 6 and the second hydraulic pipeline 7.

[0040] As Figures 1 to 4 shown, the specific operation process of this system is as follows:

[0041] As Figure 1 shown, when the first car body enters the curve, the bogie rolls forward along the track, and the car body maintains its original straight-line driving inertia and moves forward, resulting in a certain deflection between the bogie and the car body; the bogie drives the 1a steering oil cylinder on its two sides to extend and the 1b steering oil cylinder to contract, converting the mechanical energy generated by the deflection between the car body and the bogie into hydraulic energy;

[0042] As Figure 1 shown, the oil discharged from the V1 port of the 1a steering oil cylinder and the oil discharged from the V2 port of the 1b steering oil cylinder flow together into the control valve components after being combined; after flowing out of the control valve components, it forms a power source for driving the steering oil cylinders of the subsequent carriages;

[0043] As Figure 1 shown, the hydraulic oil flowing out of the first carriage flows along the first hydraulic pipeline 6 to the control valve components of the second carriage and then into the inlet of the steering oil cylinder;

[0044] As Figure 1, under the hydraulic drive of the inlet, the steering oil cylinders of the second carriages press out hydraulic oil of equal volume at their outlets. After passing through their respective control valve assemblies, the hydraulic oil converges and then flows back to the first carriage through the pipeline, flowing back to the 1a steering oil cylinder and the 1b steering oil cylinder. In this way, each car body rotates around the bogie by a corresponding deflection angle, enabling the entire vehicle unit to smoothly pass through curves during operation;

[0045] The curve radii of each urban rail transit system vary greatly. In order to obtain good running smoothness, it is necessary to calibrate the proportional throttle solenoid valves in the control valve assembly, and set different proportional control current values in different curve sections.

[0046] Such as Figures 2 to 4 , when the vehicle is traveling at low and medium speeds and turning (this is the same situation), when the spool of the buffer solenoid valve 8 in the buffer circuit is in the middle position, the buffer oil cylinder 9 plays a buffering role in the entire circuit at this time; when the vehicle is traveling at a high speed greater than 50 km / h on a straight track, the vehicle's TCMS sends a signal to the VCU controller 10. The M0 electromagnet of the buffer circuit is energized (the spool of the buffer solenoid valve 8 is in the left position), isolating the buffer oil cylinder 9 from the circuit. The proportional throttle circuit of the solenoid valve participates in the stiffness control of the hydraulic system, and the stiffness of the hydraulic system can be adjusted to obtain the minimum lateral vibration amplitude and frequency; when a braking or traction system of the vehicle fails, the vehicle's TCMS sends a signal to the VCU controller 10. The M1 electromagnet of the buffer circuit is energized (the spool of the buffer solenoid valve 8 is in the right position), completely cutting the entire buffer circuit out of the system. At this time, the stiffness of the system is the greatest and the response speed is also the fastest, and the system enters the fault mode of forced turning between vehicle compartments.

[0047] Such as Figures 2 to 4 , the degree of intervention of the buffer solenoid valve 8 in the buffer circuit on the stiffness of the hydraulic system also needs to be calibrated on site, and different proportional control current values are set in different speed sections.

[0048] The beneficial effects of this embodiment are as follows: By setting the buffer circuit and the control valve assembly to act simultaneously, the stiffness of the system can be adjusted to the lowest value, reducing the correlation of hydraulic energy between car bodies to the lowest level, enabling the vehicle to have the lowest vibration frequency and intensity during high-speed driving, and improving passenger comfort. By setting the buffer circuit, that is, setting buffer solenoid valves, etc., three different stiffnesses can be provided for the anti-bending system, which can meet the safety and buffering requirements under different working conditions.

[0049] Embodiment 2

[0050] This embodiment provides a control method for an anti-bending system, including the following steps:

[0051] When the vehicle is driving on a curve or at a low or medium speed, the control system controls the spool of the buffer solenoid valve 8 to switch to the middle position (at this time, the buffer cylinder 9 works normally and plays a buffering role in the whole circuit). At the same time, after the control valve assembly receives a positive difference signal, it adjusts the overcurrent gap in the valve to be smaller, so that the circuit damping increases and the system stiffness also increases accordingly;

[0052] When the vehicle is driving straight at a high speed, the control system controls the spool of the buffer solenoid valve 8 to switch to the left position (at this time, the buffer cylinder 9 is isolated and no longer participates in the operation, and the remaining buffer solenoid valve 8 in the buffer circuit). At the same time, after the control valve assembly receives a negative difference signal, it adjusts the overcurrent gap in the valve to be larger, so that the circuit damping decreases and the system stiffness also decreases accordingly; the difference signal is the difference between the actual pressure value and the set pressure value of the steering control circuit measured by the pressure sensor 5 in the control system;

[0053] When the vehicle is driving in case of a fault, the control system controls the spool of the buffer solenoid valve 8 to switch to the right position. At this time, the entire buffer circuit (buffer cylinder 9 and buffer solenoid valve 8) is completely cut out from the system, and the stiffness of the system is the largest and the response speed is also the fastest in this mode. (At this time, the control valve assembly operates as usual and adjusts the circuit damping as usual)

[0054] In this embodiment, the switching of the spool of the buffer solenoid valve 8 is carried out by the controller of the control system. The controller adopts the VCU controller 10, which has 2 input terminals, namely "ASG_IN (external fault input terminal)" and "SP_IN (speed input terminal)". By controlling the levels of these 2 input terminals, the system further controls the levels of the M0 electromagnet and M1 electromagnet of the buffer solenoid valve 8, so that the buffer solenoid valve 8 switches the operation mode.

[0055] In this embodiment, when the vehicle is driving on a curve or at a low or medium speed, the fault input terminal of the controller is at a high level (the situation under normal driving), and the speed input terminal of the controller is at a low level. At this time, the control system controls both the M0 electromagnet and M1 electromagnet of the buffer solenoid valve 8 to be at a low level, and the spool of the buffer solenoid valve 8 is in the middle position; when the vehicle is driving straight at a high speed, the fault input terminal of the controller is at a high level (the situation under normal driving), and the speed input terminal is also at a high level. At this time, the control system controls the M0 electromagnet of the buffer solenoid valve 8 to be at a high level and the M1 electromagnet to be at a low level, and the spool of the buffer solenoid valve 8 is in the left position; when the vehicle is driving in case of a fault, that is, when the fault input terminal of the controller is at a low level, regardless of the level situation of the speed input terminal of the controller, at this time, the control system always controls the M0 electromagnet of the buffer solenoid valve 8 to be at a low level and the M1 electromagnet to be at a high level, and the spool of the buffer solenoid valve 8 is in the right position.

[0056] In this embodiment, the system input and the buffer solenoid valve 8 mode switching table are as follows:

[0057]

[0058] In this embodiment, the principle of this embodiment (the buffer circuit and the control valve assembly acting simultaneously) is as follows:

[0059] When the vehicle is driving on a curve or at a low or medium speed (the vehicle is in the normal mode and the fault input terminal of the controller is at a high level), on the one hand, the speed input terminal of the controller is at a low level. At this time, the control system controls both the M0 electromagnet and the M1 electromagnet of the buffer solenoid valve 8 to be at a low level, and the spool of the buffer solenoid valve 8 is in the middle position, and the buffer circuit buffers the pressure normally. At the same time, on the other hand, the actual pressure value of the steering control circuit measured by the pressure sensor 5 is greater than the set pressure value, that is, the difference between the actual pressure value and the set pressure value is a positive value. This positive difference signal is amplified by the amplifier of the system and then is the electrical signal received by the control valve assembly (proportional solenoid valve). After receiving the dynamic signal, the control valve assembly adjusts the flow-through gap in the valve to be smaller, so that the loop damping increases, and thus the system stiffness becomes larger.

[0060] When the vehicle is driving straight at a high speed (the vehicle is in the normal mode and the fault input terminal of the controller is at a high level), on the one hand, the speed input terminal of the controller is at a high level. At this time, the control system controls the M0 electromagnet of the buffer solenoid valve 8 to be at a high level and the M1 electromagnet to be at a low level, and the spool of the buffer solenoid valve 8 switches to the left position, and the buffer cylinder 9 in the buffer circuit is isolated, and the remaining is the buffer solenoid valve 8. At the same time, on the other hand, the actual pressure value of the steering control circuit measured by the pressure sensor 5 is less than the set pressure value, that is, the difference between the actual pressure value and the set pressure value is a negative value. This negative difference signal is amplified by the amplifier of the system and then is the electrical signal received by the control valve assembly (proportional solenoid valve). After receiving the dynamic signal, the control valve assembly adjusts the flow-through gap in the valve to be larger, so that the loop damping decreases, and thus the system stiffness becomes smaller.

[0061] When the vehicle is driving in a fault state (the vehicle is in the fault mode and the fault input terminal of the controller is at a low level), on the one hand, regardless of whether the speed input terminal of the controller is at a high level or a low level, at this time the control system always controls the M0 electromagnet of the buffer solenoid valve 8 to be at a low level and the M1 electromagnet to be at a high level, and the spool of the buffer solenoid valve 8 switches to the right position, and the entire buffer circuit (buffer cylinder 9 and buffer solenoid valve 8) is completely cut out from the system. At the same time, on the other hand, the control valve assembly operates as normal and adjusts the loop damping as normal (that is, the pressure sensor 5 monitors the pressure of the steering control circuit as normal, compares the monitored pressure value with the set value as normal, and feeds back the difference signal to the control valve assembly to respond and adjust the flow-through gap in the valve as normal). At this time, the stiffness of the system in this mode is the largest and the response speed is also the fastest.

[0062] The beneficial effects of this embodiment are as follows: By setting the buffer circuit and the control valve assembly to act simultaneously, the stiffness of the system can be adjusted to the lowest value, reducing the correlation of hydraulic energy between the car bodies to the lowest level, enabling the vehicle to have the lowest vibration frequency and intensity during high-speed driving, and improving passenger comfort. By setting the buffer circuit, that is, setting buffer solenoid valves, etc., three different stiffnesses can be provided for the anti-bending system, which can meet the safety and buffering requirements under different working conditions.

[0063] Embodiment Three

[0064] The difference between this embodiment and Embodiment Two is that the spool switching of the buffer solenoid valve 8 is not achieved by the level control of the fault input terminal and the speed input terminal of the controller of the control system, but by setting a curve sensor in the control system that can detect the vehicle is driving on a curve.

[0065] When the curve sensor detects that the vehicle is passing through a small curve (turning), the curve sensor feeds back a signal to the control system, such as outputting a high level. At this time, the control system controls both the M0 electromagnet and the M1 electromagnet of the buffer solenoid valve 8 to be at a low level, so that the spool of the buffer solenoid valve 8 switches to the middle position.

[0066] When the curve sensor does not detect that the vehicle is passing through a small curve (turning), that is, when it is detected that the vehicle is driving in a straight line at high speed, the curve sensor feeds back a signal to the control system, such as outputting a low level. At this time, the control system controls the M0 electromagnet of the buffer solenoid valve 8 to be at a high level and the M1 electromagnet to be at a low level, so that the spool of the buffer solenoid valve 8 switches to the left position.

[0067] As for when the vehicle is driving in case of a fault, regardless of the detection situation of the curve sensor, the control system controls the M0 electromagnet of the buffer solenoid valve 8 to be at a low level and the M1 electromagnet to be at a high level, so that the spool of the buffer solenoid valve 8 switches to the right position.

[0068] In practical applications, the curve sensor can adopt a video sensor. The video sensor takes real-time pictures of the track where the vehicle is located and stores the track images into the information acquisition and storage module of the control system to enable the information acquisition and storage module to update the images in real time. Then, the data processing and analysis module in the control system processes and analyzes the track images (which can be compared and analyzed in combination with high-precision map data or data in the preset track alignment database in the control system), so as to judge whether the vehicle is driving on a curve.

[0069] The beneficial effects of this embodiment are as follows: Another method for switching the buffer solenoid valve mode is provided. By setting the buffer circuit and the control valve assembly to act simultaneously, the stiffness of the system can be adjusted to the lowest value, reducing the correlation of hydraulic energy between each car body to the lowest level, enabling the vehicle to have the lowest vibration frequency and intensity during high-speed driving, and improving passenger comfort. By setting the buffer circuit, that is, setting buffer solenoid valves, etc., three different stiffnesses can be provided for the anti-bending system, which can meet the safety and buffer requirements under different working conditions.

[0070] The advantages of the present invention are as follows:

[0071] (1) The buffering function of the control valve assembly for the hydraulic system is realized through the stepless adjustment of the proportional solenoid valve, which is convenient for calibration and has no mechanical operation.

[0072] (2) During debugging, it is not necessary to disassemble the hydraulic system, eliminating the cumbersome work of repeated draining, filtering, refilling, exhausting, and debugging of the system. Only by inputting data into the software interface can the buffer debugging task be completed.

[0073] (3) The control valve group focuses on absorbing the inertial energy transmitted by the hydraulic system and providing auxiliary buffering for system overload protection and running smoothness.

[0074] (4) The buffer circuit can provide three different stiffnesses for the anti-bending system to meet the safety and buffer requirements under different working conditions. 1) When the vehicle is driving straight at medium speed and passing through small curves, the buffer circuit can provide a good delay in the transmission of force and energy when the vehicle turns; 2) When the vehicle is running straight at high speed, by sending a signal from the vehicle's entire TCMS to the VCU controller 10, the buffer cylinder 9 can be released and switched to the proportional adjustment circuit, reducing the stiffness of the hydraulic system, thereby reducing the vibration angular frequency of the hydraulic system, restricting the vibration frequency and amplitude of the car body, improving passenger comfort, and protecting the hydraulic components from damage; 3) When the vehicle is driving in a faulty state (a braking or traction system fails), by sending a signal from the vehicle's entire TCMS to the VCU controller 10, the buffer circuit can be completely cut off, increasing the stiffness and response speed of the system, facilitating the operation of the vehicle in the faulty mode.

[0075] (5) The buffer circuit and the control valve assembly can act simultaneously to adjust the stiffness of the hydraulic system to the lowest value, reducing the correlation of hydraulic energy between each car body to the lowest level, enabling the vehicle to have the lowest vibration frequency and intensity during high-speed driving, and improving passenger comfort.

[0076] The content clarified in the above embodiments should be understood that these embodiments are only used to illustrate the present invention more clearly and are not used to limit the scope of the present invention. After reading the present invention, various equivalent forms of modification of these embodiments by those skilled in the art all fall within the scope defined by the appended claims of the present invention.

Claims

1. An anti-bending system is connected to two adjacent carriages. The carriage includes a car body, a bogie hinged to the car body, and steering cylinders located at both ends of the bogie. One end of the steering cylinder is hinged to the car body and the other end is hinged to the bogie. The anti-bending system includes a steering control circuit communicating with the steering cylinders of two adjacent carriages and a control valve assembly connected to the steering control circuit. It is characterized in that, The anti-bending system further includes a control system and a buffer circuit connected in parallel with the steering control circuit; the buffer circuit includes a buffer oil cylinder (9) and a buffer solenoid valve (8), the control system is respectively connected to the steering control circuit, the control valve assembly and the buffer solenoid valve (8), one end of the buffer oil cylinder (9) is connected to the steering control circuit, the other end is connected to the buffer solenoid valve (8), one end of the buffer solenoid valve (8) short-circuits the buffer oil cylinder (9), and the other end is connected in parallel with the steering control circuit. The buffer solenoid valve (8) is used to control the on / off of the buffer oil cylinder (9) and the steering control circuit and control the disconnection of the buffer circuit and the steering control circuit.

2. The anti-bending system according to claim 1, wherein The buffer solenoid valve (8) is a three-position proportional throttle solenoid valve; when the spool of the buffer solenoid valve (8) is in the middle position, the buffer oil cylinder (9) is connected to the steering control circuit; when the spool of the buffer solenoid valve (8) is in the left position, the buffer oil cylinder (9) is disconnected from the steering control circuit and the buffer oil cylinder (9) is short-circuited; when the spool of the buffer solenoid valve (8) is in the right position, the buffer circuit is disconnected from the steering control circuit.

3. The anti-bending system according to claim 1, wherein A set of control valve assemblies is arranged in one carriage. A set of control valve assemblies is composed of two parallel proportional throttle solenoid valves, and each proportional throttle solenoid valve is composed of a parallel connection of a proportional throttle circuit and a one-way valve circuit.

4. The anti-bending system according to claim 3, characterized in that The oil inlet ends of the two steering cylinders in the same carriage are connected through a pipeline and a proportional throttle solenoid valve to form an oil inlet channel; the oil outlet ends of the two steering cylinders in the same carriage are also connected through a pipeline and a proportional throttle solenoid valve to form an oil outlet channel; the oil inlet channels and oil outlet channels of adjacent carriages are connected in a cycle through the steering control circuit.

5. The anti-bending system according to claim 4, wherein, The steering control circuit includes a first hydraulic pipeline (6) and a second hydraulic pipeline (7); the oil outlet channel of the first vehicle body (12) in adjacent carriages is connected to the oil inlet channel in the second vehicle body (11) through the first hydraulic pipeline (6), and the oil inlet channel in the first vehicle body (12) of adjacent carriages is connected to the oil outlet channel in the second vehicle body (11) through the second hydraulic pipeline (7); one end of the buffer oil cylinder (9) is connected to the second hydraulic pipeline (7), and the other end is connected to the buffer solenoid valve (8). One end of the buffer solenoid valve (8) is connected to the second hydraulic pipeline (7) to short-circuit the buffer oil cylinder (9), and the other end of the buffer solenoid valve (8) is respectively connected to the first hydraulic pipeline (6) and the second hydraulic pipeline (7).

6. The anti-bending system according to any one of claims 1 to 5, characterized in that, The control system includes a controller and a pressure sensor (5), the controller is connected to the buffer solenoid valve (8), and the pressure sensor (5) is arranged in the steering control circuit.

7. A control method for an anti-bending system, characterized in that, Including the following steps: When the vehicle is driving on a curve or at a low or medium speed, the control system controls the spool of the buffer solenoid valve (8) to switch to the middle position. At the same time, after the control valve assembly receives a positive difference signal, it adjusts the overcurrent gap in the valve to make it smaller, so that the damping of the circuit increases; When the vehicle is traveling straight at high speed, the control system controls the spool of the buffer solenoid valve (8) to switch to the left position. At the same time, after the control valve assembly receives a negative difference signal, it enlarges the flow-through gap in the valve, reducing the loop damping; the difference signal is the difference between the actual pressure value and the set pressure value of the steering control loop measured by the pressure sensor (5) in the control system. When the vehicle is traveling in case of a fault, the control system controls the spool of the buffer solenoid valve (8) to switch to the right position.

8. The control method according to claim 7, wherein The control system controls the spool of the buffer solenoid valve (8) to switch to the middle position, which includes: the fault input terminal of the controller of the control system is at a high level, and the speed input terminal of the controller of the control system is at a low level. At this time, both the M0 electromagnet and the M1 electromagnet of the buffer solenoid valve (8) are at a low level, so that the spool of the buffer solenoid valve (8) switches to the middle position. The control system controls the spool of the buffer solenoid valve (8) to switch to the left position, which includes: the fault input terminal and the speed input terminal of the controller of the control system are both at a high level. At this time, the M0 electromagnet of the buffer solenoid valve (8) is at a high level and the M1 electromagnet is at a low level, so that the spool of the buffer solenoid valve (8) switches to the left position. The control system controls the spool of the buffer solenoid valve (8) to switch to the right position, which includes: the control system controls the M0 electromagnet of the buffer solenoid valve (8) to be at a low level and the M1 electromagnet to be at a high level, so that the spool of the buffer solenoid valve (8) switches to the right position.

9. The control method according to claim 7, wherein The control system controls the spool of the buffer solenoid valve (8) to switch to the middle position, which includes: a curve sensor capable of detecting curve driving is provided in the control system. When the curve sensor detects that the vehicle is traveling on a curve, it feeds back a signal to the control system. At this time, both the M0 electromagnet and the M1 electromagnet of the buffer solenoid valve (8) are at a low level, so that the spool of the buffer solenoid valve (8) switches to the middle position. The control system controls the spool of the buffer solenoid valve (8) to switch to the left position, which includes: a curve sensor capable of detecting curve driving is provided in the control system. When the curve sensor does not detect that the vehicle is traveling on a curve, it feeds back a signal to the control system. At this time, the M0 electromagnet of the buffer solenoid valve (8) is at a high level and the M1 electromagnet is at a low level, so that the spool of the buffer solenoid valve (8) switches to the left position. The control system controls the spool of the buffer solenoid valve (8) to switch to the right position, which includes: when the vehicle is traveling in case of a fault, the control system controls the M0 electromagnet of the buffer solenoid valve (8) to be at a low level and the M1 electromagnet to be at a high level, so that the spool of the buffer solenoid valve (8) switches to the right position.

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