Secondary transverse backstop clearance active control system and control method

Abstract

The invention discloses a secondary transverse backstop clearance active control system and method. The secondary transverse backstop clearance active control system comprises a vehicle-mounted positioning device connected with a vehicle-mounted computer, a longitudinal impact measuring device, a vehicle body deflection measuring device, the vehicle-mounted computer, a controller and a secondary transverse backstop clearance adjustment actuating system connected with the controller. The secondary transverse backstop gap adjustment actuation system comprises a secondary transverse backstop device, the secondary transverse backstop device comprises a vehicle body connecting seat and a bogie connecting seat, an elastic air bag is installed between the vehicle body connecting seat and the bogie connecting seat, and a secondary transverse backstop gap is reserved between the elastic air bag and the bogie connecting seat. When the elastic air bag is inflated, the secondary transverse stopping gap is shrunk, and when the elastic air bag is deflated, the secondary transverse stopping gap is kept at an initial value.

Description

Technical Field

[0001] The present invention relates to a bogie of a rail transit vehicle, and particularly to an active control system and control method for the secondary lateral stop clearance. Background Art

[0002] In order to meet the traffic volume demand and ensure the train traction capacity, the locomotive needs to be placed in the middle of the train formation. Along with the increase in the axle load of the locomotive and freight cars, the longitudinal impulse problem of long / large formation trains will become more prominent. Under the action of longitudinal impulse, the deflection angle of the car body is relatively large, generating a large lateral component force acting on the car body, thereby causing the lateral force received by the wheel-rail to rise sharply, greatly increasing the risk of train derailment.

[0003] Existing related research shows that with the increase in axle load and the number of formation vehicles in heavy-haul railways, the frequency of train derailment accidents increases. The main reason is that when the locomotive is impacted longitudinally by the formation, the car body and coupler at the impacted end are misaligned greatly as a whole with the bogie until the secondary lateral stop contacts rigidly. Due to the existence of the misalignment, a large lateral component force will act on the bogie and finally be transmitted to the wheel-rail, resulting in an increase in the lateral force of the axle and causing the climbing rail phenomenon.

[0004] When the train is impacted longitudinally, a smaller secondary lateral stop clearance is required to control the misalignment between the locomotive car body and the bogie at a smaller deflection angle in such working conditions. However, if the secondary lateral stop clearance is always fixed at a small clearance state, when the locomotive runs in straight or large curve working conditions, affected by the track irregularity excitation, the bogie will generate lateral vibration. Research shows that if the clearance is too small in straight or large curve working conditions, the car body will contact rigidly with the secondary lateral stop, and the vibration of the bogie will be directly transmitted to the car body, deteriorating the running stability of the locomotive and rolling stock.

[0005] Therefore, it is necessary to develop a device and system that can control the misalignment amount (secondary lateral stop clearance) between the car body and the bogie under different working conditions, so as to avoid affecting the operation safety of railway transportation due to derailment accidents or deteriorating the running stability of the locomotive and rolling stock.

[0006] Chinese Patent CN205905989U discloses an active control lateral stop clearance device applied to a rail transit vehicle, which actively controls the lateral stop device through the lateral stability and lateral acceleration of the car body, adjusts the clearance between the frame and the car body, and can provide a suitable lateral stop clearance according to different environments of the vehicle system operation. However, it does not provide the actuator structure diagram nor a specific actuator scheme design, so it is necessary to further study the active control of the secondary lateral stop device clearance. Summary of the Invention

[0007] The technical problem to be solved by the present invention is to provide a secondary lateral stop clearance active control system and control method in view of the deficiencies of the existing track vehicle active control technology for lateral stop clearances, so as to solve the contradiction that when the locomotive is subjected to a large longitudinal force, a small secondary lateral stop clearance is required to suppress large misalignments between car bodies, and when operating in straight line and large curve conditions, a large secondary lateral stop clearance is required to ensure the lateral stability of the locomotive.

[0008] To solve the above technical problems, the present invention adopts the following technical solutions:

[0009] A secondary lateral stop clearance active control system, characterized in its structure as follows:

[0010] It includes an on-vehicle positioning device, a longitudinal impact measurement device, a car body deflection measurement device, an on-vehicle computer, a controller, and a secondary lateral stop clearance adjustment actuator system. The on-vehicle positioning device, the longitudinal impact measurement device, and the car body deflection measurement device are all connected to the on-vehicle computer, and the controller controls the secondary lateral stop clearance adjustment actuator system according to the instructions of the on-vehicle computer;

[0011] The longitudinal impact measurement device includes an acceleration sensor for measuring the longitudinal acceleration of the car body, and the signal line of the acceleration sensor is connected to the on-vehicle computer;

[0012] The car body deflection measurement device includes a displacement sensor for measuring the lateral misalignment displacement of the car body, and the signal line of the displacement sensor is connected to the on-vehicle computer;

[0013] The secondary lateral stop clearance adjustment actuator system includes a secondary lateral stop device installed on the car body. The secondary lateral stop device includes a car body connection seat and a bogie connection seat. An elastic airbag is installed between the car body connection seat and the bogie connection seat. There is a secondary lateral stop clearance between the elastic airbag and the bogie connection seat. When the elastic airbag is inflated, the secondary lateral stop clearance shrinks, and when the elastic airbag is deflated, the secondary lateral stop clearance remains at its initial value.

[0014] Preferably, the secondary lateral stop clearance adjustment actuator system further includes a compressor, an air cylinder, a pipeline, and a solenoid valve. The compressor is connected to the air cylinder to provide compressed gas for the air cylinder. The air cylinder is connected to the elastic airbag of the secondary lateral stop device through the pipeline and the solenoid valve to provide a path for inflating or deflating the elastic airbag.

[0015] Preferably, the secondary lateral stop devices are symmetrically installed on both sides of the car body to ensure synchronous control on the left and right sides, thereby maintaining the attitude of the car body during system operation; the air cylinders are respectively connected to the elastic air bags of the secondary lateral stop devices through the pipelines and solenoid valves to achieve individual control of the free clearance between the bogie connection seats and the lateral stop seats on the bogies, improving the reliability of the system.

[0016] Preferably, an air intake passage is provided on the car body connection seat, and the elastic air bag is communicated with the air intake passage. In this way, inflation or deflation of the elastic air bag can be conveniently achieved through the air intake passage.

[0017] Preferably, the car body connection seat is a flange seat to facilitate directly connecting the car body connection seat to the car body using bolts.

[0018] Preferably, the bogie connection seat includes multiple rubber layers, and metal plates are respectively arranged on the upper surface and the lower surface of the multiple rubber layers for vulcanization of the rubber layers and installation of the bogie connection seat.

[0019] Preferably, the elastic air bag is made of rubber material.

[0020] Based on the same inventive concept, the present invention also provides a control method for the secondary lateral stop clearance active control system, which is characterized in that:

[0021] When the vehicle is operating normally and not subjected to longitudinal impact force, the misalignment between adjacent car bodies is within the normal value, the longitudinal acceleration G of the car body measured by the longitudinal impact measurement device is < (1.2 - 3)Gmax, where Gmax is the statistical maximum value of the longitudinal acceleration of the car body during normal operation in all sections of the whole line, and the lateral misalignment displacement X of the car body measured by the car body deflection measurement device is < (1.2 - 3)Xmax, where Xmax is the statistical maximum value of the lateral displacement of the vehicle during normal operation in all sections of the whole line. The secondary lateral stop clearance adjustment actuating system does not act, the elastic air bag is in a deflated state, and the secondary lateral stop clearance between the elastic air bag and the bogie connection seat remains at the initial value L0;

[0022] When the vehicle is subjected to longitudinal impact and the longitudinal acceleration G of the car body measured by the longitudinal impact measurement device is > (1.2 - 3)Gmax, and the lateral misalignment displacement X of the car body measured by the car body deflection measurement device is > (1.2 - 3)Xmax, the elastic air bag of the secondary lateral stop clearance adjustment actuating system is inflated to increase the resistance of the lateral displacement of the car body, and the secondary lateral stop clearance between the elastic air bag and the bogie connection seat is reduced to L1.

[0023] Preferably, Gmax and Xmax are preset values stored in the on-vehicle computer through a preset method. The on-vehicle computer reads the vehicle body positioning information through the on-vehicle positioning device and reads the preset values of Gmax and Xmax of the positioning section corresponding to the vehicle body positioning information in real time.

[0024] The secondary lateral stop clearance active control system and control method of the present invention transmit real-time data such as the lateral misalignment displacement value between the locomotive vehicle body and the adjacent vehicle body and the longitudinal impact acceleration received by the locomotive vehicle body to the on-vehicle computer. At the same time, the on-vehicle positioning device transmits the detected locomotive positioning coordinate information to the on-vehicle computer. The on-vehicle computer queries the curve curvature value and the preset values of Gmax and Xmax of the corresponding line section under the coordinate information according to the coordinate information where the locomotive is located. Combining the lateral misalignment displacement value of the locomotive vehicle body measured by the vehicle body deflection (misalignment) measuring device and the longitudinal acceleration value measured by the longitudinal impact measuring device, after the on-vehicle computer performs a preset logical judgment, the on-vehicle computer transmits a signal to the controller, and the controller gives a corresponding control electrical signal to the secondary lateral stop clearance adjustment actuator system to control the opening and closing of the solenoid valve, so as to realize the inflation and deflation of the elastic airbag of the secondary lateral stop device with adjustable clearance, thereby controlling the secondary lateral stop clearance between the bogie and the vehicle body, and while ensuring the running safety of the train, making the locomotive have good running stability.

[0025] Compared with the prior art, the beneficial effects of the present invention are:

[0026] 1. The secondary lateral stop clearance active control system and control method of the present invention use the on-vehicle positioning system to obtain the line position of the train in real time, and utilize the line information pre-stored in the on-vehicle computer to accurately and timely obtain the preset longitudinal acceleration Gmax and the lateral misalignment displacement value Xmax between the locomotive vehicle body and the adjacent vehicle at the section where the locomotive is located.

[0027] 2. The present invention uses two indicators, namely the measurement of longitudinal acceleration and the lateral misalignment displacement between the vehicle body and the adjacent vehicle, to monitor the longitudinal impact on the locomotive and the misalignment effect brought by it, and has the characteristics of high accuracy and good timeliness.

[0028] 3. The secondary lateral stop clearance active control system and control method of the present invention adopt a secondary lateral stop device with adjustable clearance. Its structure designs an elastic airbag in combination with the carbody mounting seat, and cooperates with the principle of the bogie rubber connecting seat (i.e., the bogie connecting seat) to provide the stop clearance between the carbody and the bogie. By inflating and deflating the elastic airbag, the active control of the secondary lateral stop clearance between the carbody and the bogie is realized. While ensuring the running safety of the train, it can ensure good running smoothness on the whole line section, thus solving the contradiction that a smaller secondary lateral stop clearance is required to suppress large misalignment between carbodies when the locomotive is subjected to a large longitudinal force, and a larger secondary lateral stop clearance is required to ensure the lateral smoothness of the locomotive under straight and large curve conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0030] Figure 1 It is a frame diagram of the secondary lateral stop clearance active control system of the present invention;

[0031] Figure 2 It is a working diagram (initial state) of the secondary lateral stop clearance active control system of the present invention;

[0032] Figure 3 It is a working diagram (inflated state) of the secondary lateral stop clearance active control system of the present invention;

[0033] Figure 4 It is a structural diagram of the secondary lateral stop device of the present invention during normal vehicle operation.

[0034] Figure 5 It is a schematic diagram of the state where the secondary lateral stop clearance shrinks when the vehicle is subjected to longitudinal impact.

[0035] In the figure: 1. Compressor; 2. Air cylinder; 3. Pipeline; 4. Solenoid valve; 5. Secondary lateral stop device; 51. Carbody mounting seat; 52. Intake passage; 53. Elastic airbag; 54. Metal plate, 55. Bogie connecting seat. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0036] The following further describes the present invention in conjunction with specific preferred embodiments, but does not limit the protection scope of the present invention accordingly.

[0037] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention. In addition, the terms "first", "second", "third" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0038] In the description of the present invention, it should be noted that unless otherwise clearly specified and defined, the terms "installed", "connected", "coupled" 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; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0039] Please refer to Figure 1 , an embodiment of the secondary lateral stop clearance active control system of the present invention includes a vehicle positioning device, a longitudinal impact measurement device, a vehicle body deflection measurement device, a vehicle-mounted computer, a controller, and a secondary lateral stop clearance adjustment actuator system. The vehicle positioning device, the longitudinal impact measurement device, and the vehicle body deflection measurement device are all connected to the vehicle-mounted computer. The controller controls the secondary lateral stop clearance adjustment actuator system according to the instructions of the vehicle-mounted computer.

[0040] The longitudinal impact measurement device includes an acceleration sensor for measuring the longitudinal acceleration of the vehicle body, and the signal line of the acceleration sensor is connected to the vehicle-mounted computer.

[0041] The vehicle body deflection measurement device includes a displacement sensor for measuring the lateral misalignment displacement of the vehicle body, and the signal line of the displacement sensor is connected to the vehicle-mounted computer.

[0042] Please refer to Figure 2 - Figure 5, the secondary lateral stop clearance adjustment actuation system includes a compressor 1, a cylinder 2, a pipeline 3, a solenoid valve 4, a secondary lateral stop device 5, etc. The compressor 1 is connected to the cylinder 2, and the cylinder 2 is connected to the secondary lateral stop device 5 via the pipeline 3 and the solenoid valve 4. The secondary lateral stop device 5 includes a carbody connection seat 51 for connecting to the carbody and a bogie connection seat 55 for connecting to the bogie. An air intake passage 52 is provided on the carbody connection seat 51, and an elastic airbag 53 is installed between the outlet end of the air intake passage 52 and the bogie connection seat 55. When the present invention is in use, the carbody connection seat 51 is fixedly connected to the carbody, the bogie connection seat 55 is fixedly connected to the lateral stop seat on the bogie, and a secondary lateral stop clearance is left between the elastic airbag 53 and the bogie connection seat 55. The elastic airbag 53 is communicated with the outlet end of the air intake passage 52, and the inlet end of the air intake passage 52 is connected to the solenoid valve 4 of the secondary lateral stop clearance adjustment actuation system.

[0043] In this embodiment, the carbody connection seat 51 is a flange seat and is installed on the carbody using bolts. The bogie connection seat 55 includes multiple rubber layers, and metal plates 54 are respectively arranged on the upper surface and the lower surface of the multiple rubber layers for the vulcanization of the bogie connection seat 55. The elastic airbag 53 is made of rubber material.

[0044] In this embodiment, there are a total of 4 secondary lateral stop devices 5, which are installed between the carbody and the lateral stop seats on the bogie frames. Two secondary lateral stop devices 5 are installed on the left and right sides of the carbody position corresponding to the lateral stop seat of each bogie, that is, a total of 4 secondary lateral stop devices 5 are installed on one locomotive.

[0045] The control method of the secondary lateral stop clearance active control system of the present invention is as follows:

[0046] When the locomotive is operating normally and not subjected to longitudinal impact force, the misalignment between adjacent carbodies is at a normal value. The longitudinal acceleration G measured by the longitudinal impact measurement device is less than (1.2 - 3)Gmax (Gmax is the maximum value of the longitudinal acceleration statistics of locomotives operating normally in each section of the whole line, and is statistically calculated separately for straight lines and curves), and the lateral misalignment displacement X between the locomotive and adjacent vehicles measured by the carbody deflection measurement device is less than (1.2 - 3)Xmax (Xmax is the maximum value of the longitudinal acceleration statistics of locomotives operating normally in each section of the whole line, and is statistically calculated separately for straight lines and curves). At this time, the secondary lateral stop clearance adjustment actuation system does not act, the elastic airbag 53 is in a deflated state (that is, the elastic airbag 53 is not inflated), the gas in the elastic airbag 53 is discharged into the cylinder 2 through the air intake passage 52, the pipeline 3 and the solenoid valve 4, and the clearance between the elastic airbag 53 and the bogie connection seat 55 is the initial value, that is, the secondary lateral stop clearance maintains the initial value L0, as Figure 2 and Figure 4As shown. Gmax and Xmax are preset values, which are stored in the on-vehicle computer by a preset method. The on-vehicle computer reads the positioning information of the on-vehicle positioning device in real time and reads the preset values of the corresponding sections of the positioning information.

[0047] When the locomotive is subjected to a longitudinal impact and the longitudinal acceleration G measured by the longitudinal impact measuring device is greater than (1.2 - 3)Gmax (in actual operation, this multiple can be adjusted according to different vehicle types and operating conditions of different lines, preferably 1.2Gmax - 3Gmax), and the lateral displacement X between the locomotive and the adjacent vehicle measured by the car body deflection measuring device is greater than (1.2 - 3)Xmax (in actual operation, this multiple can be adjusted according to different vehicle types and operating conditions of different lines, preferably 1.2Xmax - 3Xmax), the on-vehicle computer transmits this information to the controller. After judgment, the controller sends an electrical signal, and KA1 of the 4 solenoid valves 4 of the secondary lateral stop clearance adjustment actuator system is energized, the solenoid valves 4 are opened, and the gas output by the compressor 1 enters the elastic airbag 53 through the air cylinder 2, the pipeline 3 and the solenoid valves 4. Each elastic airbag 53 is in an inflated state, and the clearance between the elastic airbag 53 and the bogie connection seat 55 is reduced, that is, the secondary lateral stop clearance is reduced from the initial state L0 to L1, as Figure 3 and Figure 5 shown, thereby reducing the damage caused by large lateral displacement and yaw displacement of the car body.

[0048] The above is only the specific implementation of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can make many possible changes and modifications to the technical solution of the present invention by using the above-disclosed technical content without departing from the scope of the technical solution of the present invention, or modify it into an equivalent embodiment with equivalent changes. Therefore, any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the present invention without departing from the content of the technical solution of the present invention shall fall within the protection scope of the technical solution of the present invention.

Claims

1. An active control system for the lateral stop clearance of the secondary suspension, characterized in that: It includes a vehicle-mounted positioning device, a longitudinal impact measurement device, a vehicle body deflection measurement device, a vehicle-mounted computer, a controller, and a secondary suspension lateral stop clearance adjustment actuation system. The vehicle-mounted positioning device, the longitudinal impact measurement device, and the vehicle body deflection measurement device are all connected to the vehicle-mounted computer. The controller controls the secondary suspension lateral stop clearance adjustment actuation system according to the instructions of the vehicle-mounted computer; The longitudinal impact measurement device includes an acceleration sensor for measuring the longitudinal acceleration of the vehicle body, and the signal line of the acceleration sensor is connected to the vehicle-mounted computer; The vehicle body deflection measurement device includes a displacement sensor for measuring the lateral misalignment displacement of the vehicle body, and the signal line of the displacement sensor is connected to the vehicle-mounted computer; The secondary suspension lateral stop clearance adjustment actuation system includes a secondary suspension lateral stop device installed on the vehicle body. The secondary suspension lateral stop device includes a vehicle body connection seat and a bogie connection seat. An elastic airbag is installed between the vehicle body connection seat and the bogie connection seat. A secondary suspension lateral stop clearance is left between the elastic airbag and the bogie connection seat. When the elastic airbag is inflated, the secondary suspension lateral stop clearance is reduced. When the elastic airbag is deflated, the secondary suspension lateral stop clearance remains at the initial value.

2. The active control system for the secondary lateral stop clearance according to claim 1, wherein The secondary suspension lateral stop clearance adjustment actuation system further includes a compressor, an air cylinder, a pipeline, and a solenoid valve. The compressor is connected to the air cylinder, and the air cylinder is connected to the elastic airbag of the secondary suspension lateral stop device through the pipeline and the solenoid valve.

3. The active control system for the secondary lateral stop clearance according to claim 2, wherein, The secondary suspension lateral stop devices are symmetrically installed on both sides of the vehicle body, and the air cylinders are respectively connected to the elastic airbags of the secondary suspension lateral stop devices through the pipelines and the solenoid valves.

4. The active control system for the secondary lateral stop clearance according to claim 1, characterized in that, An air intake channel is provided on the vehicle body connection seat, and the elastic airbag is installed between the outlet end of the air intake channel and the bogie connection seat, and the elastic airbag is communicated with the air intake channel.

5. The active control system for the secondary lateral stop clearance according to claim 4, wherein The vehicle body connection seat is a flange seat.

6. The active control system for the secondary lateral stop clearance according to claim 1, wherein The bogie connection seat includes multiple rubber layers, and metal plates are respectively arranged on the upper surface and the lower surface of the multiple rubber layers.

7. The active control system for the secondary lateral stop clearance according to claim 1, wherein The elastic airbag is made of rubber material.

8. A control method for the active control system for the lateral stop clearance of the secondary suspension according to any one of claims 1-7, characterized in that: When the vehicle is operating normally and not subjected to longitudinal impact force, the misalignment between adjacent vehicle bodies is within the normal value. The longitudinal acceleration G of the vehicle body measured by the longitudinal impact measurement device is < (1.2 - 3)Gmax, where Gmax is the maximum value of the longitudinal acceleration of the vehicle body during normal operation in all sections of the whole line. The lateral misalignment displacement X of the vehicle body measured by the vehicle body deflection measurement device is < (1.2 - 3)Xmax, where Xmax is the maximum value of the lateral displacement of the vehicle during normal operation in all sections of the whole line. The secondary suspension lateral stop clearance adjustment actuation system does not operate, the elastic airbag is in the deflated state, and the secondary suspension lateral stop clearance between the elastic airbag and the bogie connection seat remains at the initial value L0; When the vehicle is longitudinally impacted and the longitudinal acceleration G of the car body measured by the longitudinal impact measuring device is greater than (1.2 - 3)Gmax, and the lateral misalignment displacement X of the car body measured by the car body deflection measuring device is greater than (1.2 - 3)Xmax, the elastic airbag of the secondary lateral stop clearance adjustment actuation system is inflated to increase the resistance to the lateral displacement of the car body, and the secondary lateral stop clearance between the elastic airbag and the bogie connection seat is reduced to L1.

9. The control method of the active control system for the secondary lateral stop clearance according to claim 8, characterized in that: Gmax and Xmax are preset values stored in the on-vehicle computer by a preset method. The on-vehicle computer reads the car body positioning information through the on-vehicle positioning device and reads the preset values of Gmax and Xmax of the positioning section corresponding to the car body positioning information in real time.

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