Train pantograph vibration suppression device and method based on active airflow guidance

Abstract

The application discloses a train pantograph vibration suppression device and method based on active airflow guidance, relates to the field of rail transit technology, and comprises a speed detection unit and a vibration detection unit, which are used for obtaining train running speed data and vibration data, respectively; a processing unit is used for determining jet parameters according to the data analysis results of the aforementioned data; and finally, under the control of a control unit, a gas jet unit can jet airflow through multiple gas jet subunits thereof according to the jet parameters, actively guide the airflow passing through the front pantograph arm rod, suppress the formation of turbulent flow in the train running direction, avoid the vibration of the rear pantograph arm rod caused by the turbulent flow, effectively actively suppress the vibration of the pantograph, improve the current collection quality of the train, and improve the safety of train operation.

Description

Technical Field

[0001] This invention belongs to the field of rail transit technology, and particularly relates to a train pantograph vibration suppression device and method based on active airflow guidance. Background Technology

[0002] Electric locomotives obtain energy from the overhead contact line via a pantograph. The stability of the pantograph and contact line system is crucial for the safe operation of electric locomotives. To improve current collection reliability and increase train traction power, electric locomotives often operate with two pantographs. When a train operates with two pantographs, airflow passing over the front pantograph generates vortices, which intensify the vibration of the rear pantograph. To address the pantograph vibration problem, existing technologies employ a recessed design for the electric locomotive pantograph to reduce airflow disturbance, and also use dampers and elastic supports to absorb or reduce the vibration of the pantograph-catenary system. However, these designs passively suppress pantograph vibration rather than actively controlling it, resulting in limited suppression effectiveness. Summary of the Invention

[0003] To overcome the shortcomings of the prior art, this invention provides a train pantograph vibration suppression device and method based on active airflow guidance, which can solve the airflow disturbance problem caused by the front pantograph in the pantograph of a dual-pantograph train in the prior art.

[0004] The objective of this invention is achieved through the following technical solution:

[0005] In the first aspect, a train pantograph vibration suppression device based on active airflow guidance is provided, which is applied to a train with dual pantographs, the train with dual pantographs including two pantograph arms; the suppression device includes a gas injection unit, a control unit, a processing unit, a vibration detection unit and a speed detection unit;

[0006] The gas injection unit includes multiple gas injection sub-units, which are respectively located on the side of the two pantograph arms that are close to each other and distributed along the extension direction of the pantograph arms. The gas injection sub-units are used to inject airflow in a direction away from the pantograph arm where they are located.

[0007] The speed detection unit is used to detect the train's running speed data, and the vibration detection unit is used to detect the vibration data of the pantograph boom.

[0008] The processing unit has a built-in processor that analyzes operating speed and vibration data to obtain injection parameters.

[0009] The control unit is used to control the gas injection unit on the target pantograph arm to inject airflow according to the injection parameters; wherein, the target pantograph arm is the first pantograph arm closest to the direction of train travel.

[0010] Furthermore, the gas injection subunit includes multiple linear injection ports, the extension direction of which is parallel to the axial direction of the pantograph arm.

[0011] Furthermore, multiple linear jet nozzles are arranged circumferentially around the pantograph arm, and the jet nozzles adjust their jet angles according to the jet parameters.

[0012] Furthermore, the gas injection unit also includes an air compressor and an air pipe. The air compressor is connected to the gas injection subunit via the air pipe and is used to provide the injection airflow to the gas injection subunit.

[0013] Secondly, a method for suppressing train pantograph vibration based on active airflow guidance is also provided. This method employs a train pantograph vibration suppression device based on active airflow guidance, and the suppression method includes the following steps:

[0014] The speed detection unit detects the train's running speed data, and the vibration detection unit detects the vibration data of the pantograph boom.

[0015] The processing unit combines airflow analysis algorithms and autonomous learning models to analyze operating speed and vibration data to obtain injection parameters;

[0016] The control unit controls the gas injection unit on the target pantograph arm to inject airflow based on the injection parameters.

[0017] Furthermore, the processing unit combines airflow analysis algorithms with an autonomous learning model to analyze the operating speed and vibration data to obtain the injection parameters, including:

[0018] The processing unit obtains the injection speed parameters based on the operating speed data;

[0019] The processing unit obtains the injection angle parameters based on the vibration data.

[0020] Furthermore, the processing unit obtains the injection angle parameters based on the vibration data, including:

[0021] The processing unit analyzes the vibration data to obtain vibration frequency data, vibration amplitude data, and vibration direction data;

[0022] The injection angle parameters are obtained based on the vibration frequency data, vibration amplitude data, and vibration direction data.

[0023] Furthermore, the processing unit obtains the injection speed parameters based on the operating speed data, including:

[0024] The processing unit obtains the injection speed parameters based on the gas viscosity data and the operating speed data.

[0025] Furthermore, after the control unit controls the gas injection unit on the target pantograph arm to inject airflow according to the injection parameters, the suppression method also includes:

[0026] The vibration data of a non-target pantograph boom is determined to be within a preset vibration range in order to obtain the determination result; where the non-target pantograph boom is a pantograph boom that is far away from the direction of train operation.

[0027] Based on the judgment results, adjust the injection parameters to make the non-target pantograph arm vibrate within the preset vibration range.

[0028] Furthermore, based on the judgment results, adjustments to the injection parameters include:

[0029] If the judgment result is yes, the gas injection unit maintains the injection parameters and performs airflow injection;

[0030] If the judgment result is negative, the process returns to the step of the speed detection unit detecting the train's running speed data until the vibration data of the non-target pantograph boom is within the preset vibration range.

[0031] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0032] This invention proposes a train pantograph vibration suppression device based on active airflow guidance. First, a speed detection unit and a vibration detection unit obtain the train's operating speed and vibration data, respectively. Then, based on the data analysis results of the aforementioned data by a processing unit, the injection parameters of the active jet airflow are determined. Finally, under the control of the control unit, the gas injection unit can inject airflow through its multiple gas injection sub-units according to the injection parameters. Since the active jet airflow occurs on the front pantograph arm close to the train's running direction, it can actively guide the airflow flowing through the pantograph arm, suppressing turbulence in the train's direction of travel. This avoids vibration caused by turbulence on the non-target pantograph arm, which is far from the train's running direction, effectively suppressing pantograph vibration and improving the train's current collection quality and operational safety. Attached Figure Description

[0033] The invention will now be described in more detail with reference to embodiments and the accompanying drawings.

[0034] Figure 1 This shows a schematic diagram of the structure of the train pantograph vibration suppression device based on active airflow guidance in this invention;

[0035] Figure 2 This shows a schematic diagram of the module of the train pantograph vibration suppression device based on active airflow guidance in this invention;

[0036] Figure 3 A schematic diagram of the gas injection subunit in this invention is shown;

[0037] Figure 4 A schematic diagram illustrating the principle of guiding airflow during use of the present invention is shown;

[0038] Figure 5 This diagram illustrates the principle of low-pressure zones generated by wall adhesion.

[0039] Figure 6 A schematic diagram illustrating the flow principle of airflow under wall adhesion is shown.

[0040] Figure 7 A schematic diagram of the train pantograph vibration suppression device based on active airflow guidance according to the present invention is shown;

[0041] Figure 8 A flowchart illustrating the train pantograph vibration suppression method based on active airflow guidance in this invention is shown.

[0042] Figure 9 This shows a flowchart of one embodiment of the train pantograph vibration suppression method based on active airflow guidance in this invention;

[0043] In the accompanying drawings, the same parts use the same reference numerals. The drawings are not to scale.

[0044] Figure label:

[0045] 1. Gas injection unit; 11. Gas injection subunit; 111. Linear injection port; 12. Air pipe; 2. Air compressor; 3. Vibration detection unit; 4. Speed ​​detection unit; 5. Processing unit; 6. Control unit; 7. PC; 8. Power converter. Detailed Implementation

[0046] The invention will now be further described with reference to the accompanying drawings.

[0047] Electric locomotives obtain energy from the overhead contact line via pantographs, and the stability of the pantograph and contact line system is crucial for the safe operation of electric locomotives. With the increasing demand for high-speed rail transport, and to enhance trunk line transport capacity and improve railway transport economic indicators, electric locomotives often operate using a dual-pantograph system, obtaining electrical energy through two pantographs. During dual-pantograph operation, airflow passing through the pantograph of the leading locomotive generates eddies, which intensify the vibration of the pantograph of the trailing locomotive. This vibration leads to frequent arcing in the trailing locomotive's pantograph-catenary system, exacerbating material loss in the pantograph-catenary contact pair, and in severe cases, causing damage to the pantograph-catenary system and resulting in a safety accident.

[0048] The formation of vortices occurs when gas encounters an obstacle during its flow. The airflow direction deviates from its original direction and instead flows along the surface of the protruding object. As the airflow passes along both sides of the object, it collides with each other, forming vortices. This phenomenon is called wall adhesion, also known as the Coanda effect. Wall adhesion occurs because when airflow passes over an obstacle, the viscosity of the airflow causes the surrounding gas to flow, thus creating vortices. Figure 5 As shown, a low-pressure area is formed near the obstacle, so as Figure 6 As shown, the airflow moves against the wall of the obstacle under the influence of atmospheric pressure.

[0049] Currently, electric locomotive pantographs often employ a recessed design to reduce airflow disturbance, while dampers and flexible supports are used to absorb or reduce vibrations in the pantograph-catenary system. However, these designs passively suppress pantograph vibration and cannot effectively suppress overall pantograph vibration. Therefore, this invention provides a device that actively guides airflow to suppress disturbances, such as... Figure 4 As shown, gas is injected behind the obstacle to suppress the generation of a low-pressure area behind the obstacle when the gas flows, so as to effectively eliminate the wall adhesion effect and allow the airflow to flow along both sides of the obstacle.

[0050] Therefore, the present invention provides a train pantograph vibration suppression device based on active airflow guidance, such as... Figure 1-3 As shown, it is applied to a dual-panel train, which includes two pantograph arms. The suppression device includes a gas injection unit 1, a control unit 6, a processing unit 5, a vibration detection unit 3, and a speed detection unit 4. The gas injection unit 1 includes multiple gas injection sub-units 11, which are respectively located on the side of the two pantograph arms that are close to each other and distributed along the extension direction of the pantograph arms. The gas injection sub-units 11 are used to inject airflow in a radial direction away from their respective pantograph arms. The speed detection unit 4 is used to detect the running speed data of the dual-panel train, and the vibration detection unit 3 is used to detect the vibration data of the pantograph arms. The processing unit 5 is used to analyze the running speed data and vibration data to obtain injection parameters. The control unit 6 is used to control the gas injection unit 1 on the target pantograph arm to inject airflow according to the injection parameters. The target pantograph arm is one pantograph arm that is close to the running direction of the dual-panel train.

[0051] In this embodiment, the train's running speed data and vibration data are first obtained by the speed detection unit 4 and vibration detection unit 3, respectively. Then, the injection parameters of the active jet airflow are determined based on the data analysis results of the processing unit 5. Finally, under the control of the control unit 6, the switch of the gas injection unit 1 is controlled to realize the jet airflow according to the injection parameters. The gas injection unit 1 injects airflow in a radial direction away from its pantograph arm through its multiple gas injection sub-units 11. Since the active jet airflow is carried out on the first pantograph arm close to the running direction of the dual-pantograph train, the airflow flowing through the pantograph arm can be actively guided, suppressing the formation of turbulence in the train's running direction. This avoids the second pantograph arm, which is far from the running direction of the dual-pantograph train, from vibrating due to turbulence. This effectively suppresses the vibration of the pantograph and helps improve the train's current collection quality and enhance the safety of train operation.

[0052] A schematic diagram of a train pantograph vibration suppression device based on active airflow guidance is shown below. Figure 2 As shown, it may include a speed detection unit 4, a processing unit 5, a vibration detection unit 3, a PC 7, a control unit 6, an air compressor 2, and a gas injection unit 1, as follows. Figure 1 The power converter 8 shown draws power from inside the train, outputting 24V DC and 220V AC to power the air compressor 2, vibration detection unit 3, speed detection unit 4, processing unit 5, control unit 6, and PC 7. The modules are connected via wired or wireless connections as indicated by arrows to achieve the entire control process; the arrows represent the direction of data or signal transmission. The vibration detection unit 3 can use a vibration sensor or vibration detection equipment, and can integrate displacement sensing and accelerometers. The displacement sensor can use a Keyne GT2-S5 high-precision contact digital sensor with a resolution of 0.1μm; the accelerometer can use a Wilcoxon 797L-3 high-performance low-frequency accelerometer with an acceleration measurement range of 0~5m / s². 2 The sensitivity tolerance is ±5%.

[0053] The vibration detection unit 3 detects the vibration data of the pantograph boom. During installation, it can be arranged at intervals with multiple gas injection subunits 11 and fixed with bolts. Two vibration detection units 3 can be installed on the upper boom and the lower boom of the pantograph respectively. The speed detection unit 4 can be installed inside the train and can use a SENSORONIX VR variable reluctance speed sensor. The speed measurement range of the speed sensor is 0~400km / h to detect train running speed data such as speed and acceleration. The control unit 6 can be controlled by a computer to control the gas injection unit 1 according to the injection parameters, such as adjusting the injection speed and injection angle of each gas injection subunit 11.

[0054] The gas injection unit 1 may also include an air compressor 2 and an air pipe 12. The air compressor 2 is connected to the gas injection subunit 11 via the air pipe 12. The air pipe 12 is installed in a bundled manner and laid along the pantograph arm. The air compressor 2 is used to provide the injection airflow to the gas injection subunit 11. The air compressor 2, also known as an air compressor, increases the velocity of the ejected airflow by increasing the internal pressure. It can be an Atlas SFS22+ oil-free scroll air compressor with a maximum operating pressure of 10 bar. The air inlet of the air compressor 2 is connected to the outside of the train. With the air compressor 2 installed, the control unit 6 can control the injection airflow velocity by controlling the operating parameters of the air compressor 2.

[0055] PC 7 performs visualization processing on the data extracted by processing unit 5, and can draw pantograph vibration spectrum diagram, pantograph vibration acceleration diagram, train speed curve and train acceleration curve, display pantograph vibration frequency and vibration amplitude in real time, and store the above data. PC 7 provides an operation control system to realize the switching between automatic and manual control of the suppression device.

[0056] In one embodiment, such as Figure 3 As shown, an embodiment of a gas injection unit 1 is provided. The gas injection subunit 11 includes multiple linear injection ports 111. The extension direction of the linear injection ports 111 is parallel to the axial direction of the pantograph arm. As in the above embodiment, the combination of linear injection ports 111, compared with single round or square injection ports, allows for a larger coverage area of ​​the airflow and is more effective in suppressing airflow disturbance. Furthermore, the multiple linear injection ports 111 are arc-shaped and arranged circumferentially around the pantograph arm. The direction of the airflow injected by the linear injection ports 111 can be adjusted according to the injection parameters, so that the injected airflow effectively conforms to the shape and structure of the pantograph arm and can adapt to environmental changes, guiding the airflow completely outward from the low-pressure area. Figure 7 As shown, this improves the airflow guidance effect and further enhances the effective suppression.

[0057] Based on the same inventive concept as the aforementioned suppression device, this invention also provides a method for suppressing train pantograph vibration based on active airflow guidance, such as... Figure 1 and Figure 8 As shown, the train pantograph vibration suppression device based on active airflow guidance provided in the aforementioned embodiment is applied to a dual-pantograph train. The dual-pantograph train includes two pantograph arms. The suppression device includes a gas injection unit 1, a control unit 6, a processing unit 5, a vibration detection unit 3, and a speed detection unit 4. The suppression method includes the following steps:

[0058] S10: Speed ​​detection unit 4 and vibration detection unit 3 respectively detect and obtain the running speed data of the double-pantograph train and the vibration data of the pantograph boom;

[0059] S20: Processing unit 5 combines airflow analysis algorithm and autonomous learning model to analyze operating speed data and vibration data to obtain injection parameters.

[0060] S30: Control unit 6 controls the gas injection unit 1 on the target pantograph arm to inject airflow according to the injection parameters; wherein, the target pantograph arm is a pantograph arm close to the direction of travel of the double pantograph train.

[0061] The principle and beneficial effects of this suppression method can be referenced from the aforementioned suppression device. Through a simple injection device, it can be directly installed on existing pantograph arms, making it widely applicable. After implementing the above steps, the vibration of the train's pantograph can be detected, and the collected data can be analyzed by the processing unit 5 to obtain the parameters for controlling the gas injection unit 1. This guides the airflow through the pantograph arm, preventing turbulence in the train's direction of travel, thus avoiding vibration of the rear pantograph due to gas turbulence, and ultimately improving train operation safety. It should be noted that... Figure 1 The pantograph boom shown is the target pantograph boom. The train is assumed to be traveling horizontally to the right. In other words, if the train travels in the opposite direction, the pantograph boom will become a non-target pantograph boom.

[0062] In one embodiment, the processing unit 5 combines an airflow analysis algorithm with a self-learning model to analyze the operating speed data and vibration data to obtain the injection parameters, including:

[0063] Processing unit 5 obtains the injection speed parameters based on the operating speed data;

[0064] Processing unit 5 obtains the injection angle parameters based on the vibration data.

[0065] In the specific implementation process, according to the gas viscosity calculation formula:

[0066]

[0067] In the formula, μ For gas viscosity, ρ For gas density, v 1 represents the velocity of the gas. λ Given the mean free path of molecules, it can be seen that under the same conditions, gas viscosity is positively correlated with gas velocity. Therefore, to compensate for the negative pressure generated by the movement of gas molecules due to gas viscosity during gas flow, the gas injection velocity is proportional to the train speed. In other words, processing unit 5 obtains the injection velocity parameters based on the train speed data, including:

[0068] Processing unit 5 obtains injection speed parameters based on the positive correlation between gas viscosity data and operating speed data.

[0069] In one embodiment, the processing unit 5 obtains the injection angle parameters based on the vibration data, including:

[0070] Processing unit 5 analyzes the vibration data to obtain vibration frequency data, vibration amplitude data, and vibration direction data;

[0071] The injection angle parameters are obtained based on the vibration frequency data, vibration amplitude data, and vibration direction data.

[0072] In the specific implementation process, spectrum analysis, time domain analysis and horizontal analysis are performed on the pantograph vibration data to extract the pantograph vibration frequency, vibration amplitude and vibration direction information, determine the angle of gas injection unit 1, control gas injection unit 1 to inject gas, and guide the gas flow direction.

[0073] Furthermore, the airflow analysis algorithm establishes a coupled model of parameters such as gas velocity, pantograph arm vibration, and airflow direction through fluid dynamics calculations and numerical simulations. The algorithm derivation is as follows:

[0074] Assume that the normal component of the relative velocity of the airflow on the surface of the pantograph arm changes the direction of the airflow, while the velocity components in other directions remain unchanged.

[0075] Let the velocity of the airflow after passing through the pantograph arm be... c γ ( u , v , w ), u The normal component of the airflow passing through the pantograph arm. v and w This is the tangential component. v and w The distribution functions are as follows:

[0076]

[0077]

[0078] In Formula 1 and Formula 2, , T w The temperature of the pantograph arm.

[0079] Will v and w Coordinates to polar coordinates ( V , θ ), v and w The coordinate transformation formulas are as follows:

[0080]

[0081]

[0082] Substituting into Formula 1 and Formula 2, we get:

[0083]

[0084] in, β 2 V 2 The distribution range is (0,∞), and its distribution function can be obtained from the above formula:

[0085]

[0086] The cumulative distribution function is:

[0087]

[0088] If we assume ( β 2 V 2 () is a random number between (0,1) rand Then, by solving the above equation in reverse, we get:

[0089]

[0090] Due to 1- rand 1 is also a uniform distribution, so formula eight can be simplified to:

[0091]

[0092] From Formula 5, we can obtain that θ Evenly distributed in (0,2) π Therefore, we get:

[0093]

[0094] By combining Equations 9 and 10 with Equations 3 and 4, the two velocity components of the airflow can be obtained. v and w .

[0095] normal velocity component of airflow u The distribution function is:

[0096]

[0097] therefore, β 2 u 2 The distribution function is:

[0098]

[0099] u The sampling formula is:

[0100]

[0101] The self-learning model is based on a backpropagation (BP) neural network. Its main processes include: forward propagation of control data and backward propagation of feedback data. During forward propagation, data is processed through the input and output layers. If the output deviates significantly from the expected value, the error is propagated back to the input layer. During backward propagation, the error is distributed layer by layer to each unit, obtaining error feedback to correct the weights of each unit. This input and feedback process continues until the output error meets the requirements.

[0102] The main derivation process of the model is as follows:

[0103] Let the input layer be X =[ x 1, x 2,…, x m ];

[0104] Let the processing layer be Y =[ y 1, y 2,…, y n ];

[0105] Let the output layer be Z =[ z 1, z 2,…, z p ];

[0106] The weights of the input layer and the processing layer are U ij The weights of the processing layer and the output layer are W jk The threshold of the processing layer is φ j The threshold of the output layer is θ k The learning efficiencies of the processing layer and the output layer are respectively α and β The desired output is t =[ t 1, t 2,…, t p ].

[0107] Excitation function The derivative is:

[0108]

[0109] Let the sum of the inputs corresponding to the neuron nodes be... N The inputs to the processing layer and the output layer are respectively:

[0110]

[0111]

[0112] The derivative of the activation function with respect to the output layer is then obtained as follows:

[0113]

[0114] The derivative of the activation function with respect to the processing layer is obtained as follows:

[0115]

[0116] The error of the output layer is:

[0117]

[0118] Output parameter update:

[0119]

[0120] Processing parameter updates:

[0121]

[0122] In the formula, n =1,2,3,…, n Indicates the number of iterations.

[0123] In one embodiment, after the control unit 6 controls the gas injection unit 1 on the target pantograph arm to inject airflow according to the injection parameters, the suppression method further includes:

[0124] The vibration data of the non-target pantograph boom is determined to be within the preset vibration range in order to obtain the judgment result; where the non-target pantograph boom is a pantograph boom that is far away from the running direction of the dual-pantograph train.

[0125] Adjust the injection parameters based on the assessment results.

[0126] In practical implementation, due to the characteristics of dual-panel trains, the front pantograph first encounters the airflow during operation, forming turbulence that affects the rear pantograph. The stability of the rear pantograph can be judged by its vibration, specifically whether the vibration data of the non-target pantograph arm is within a preset vibration range. If within the preset range, the vibration is acceptable and does not pose a threat to train operation. If within the preset range, the adjustment parameters can be maintained. However, if outside the preset range, adjustments are necessary to suppress vibration. This application uses a method of returning to the data acquisition step to re-acquire data and redetermine new injection parameters for injection control. Specifically, based on the judgment result, adjusting the injection parameters includes:

[0127] If the judgment result is yes, the gas injection unit 1 maintains the injection parameters and performs airflow injection;

[0128] If the judgment result is negative, the process returns to the step where the speed detection unit 4 and vibration detection unit 3 respectively detect and obtain the running speed data of the dual-panel train and the vibration data of the pantograph boom, until the vibration data of the non-target pantograph boom is within the preset vibration range.

[0129] Reference Figure 9 As shown, in Figure 9 The present invention will be further described in the embodiments shown below:

[0130] The speed detection unit 4 collects the train's running speed and acceleration, and transmits the data to the PC 7. This data is used to guide the injection speed in the injection parameters.

[0131] The vibration of the front bow is collected by the vibration detection unit 3 and the data is transmitted to the PC 7.

[0132] The vibration data is analyzed and extracted by the processing unit 5. This data is used to guide the injection angle parameter in the injection parameters.

[0133] After generating the injection parameters, the control unit 6 controls the gas injection unit 1 to inject gas and guide the gas flow direction;

[0134] The vibration of the rear bow is synchronously detected by the vibration detection unit 3 at the rear bow, and the data is transmitted to the PC 7.

[0135] The vibration frequency, vibration amplitude, and vibration direction information of the rear bow are extracted from the vibration data.

[0136] Suppressing airflow is a continuous process. In order to adjust the injection parameters in real time, it is necessary to determine whether the rear bow vibration is within the preset vibration allowable range. If not, the train speed and acceleration are collected again by the speed detection unit 4 and the data is transmitted to the PC 7. If the rear bow vibration is within the allowable range, the injection parameters are maintained and the operation continues.

[0137] By continuously repeating all the aforementioned steps, the vibration of the rear bow is kept within the preset range during train operation, which improves the contact state of the rear bow, effectively suppresses airflow disturbance, improves the train's flow collection quality, reduces damage to the pantograph-catenary contact pair material, and lowers the failure rate of the pantograph-catenary system.

[0138] In the description of this invention, it should be understood that the terms "upper", "lower", "bottom", "top", "front", "rear", "inner", "outer", "left", "right", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0139] While the invention has been described herein with reference to specific embodiments, it should be understood that these embodiments are merely examples of the principles and applications of the invention. Therefore, it should be understood that many modifications can be made to the exemplary embodiments, and other arrangements can be designed without departing from the spirit and scope of the invention as defined by the appended claims. It should be understood that different dependent claims and features described herein can be combined in ways different from those described in the original claims. It is also understood that features described in conjunction with individual embodiments can be used in other described embodiments.

Claims

1. A train pantograph vibration suppression device based on active airflow guidance, applied to a dual-pantograph train, the dual-pantograph train comprising two pantograph booms, characterized in that, The suppression device includes a gas injection unit (1), a control unit (6), a processing unit (5), a vibration detection unit (3), and a speed detection unit (4). The gas injection unit (1) includes multiple gas injection sub-units (11). The multiple gas injection sub-units (11) are respectively disposed on the side of the two pantograph arms that are close to each other and distributed along the extension direction of the pantograph arms. The gas injection sub-units (11) are used to inject airflow in a direction away from the pantograph arm where they are located. The speed detection unit (4) is used to detect the train's running speed data, and the vibration detection unit (3) is used to detect the vibration data of the pantograph arm. The processing unit (5) has a built-in processor, which is used to analyze the running speed data and vibration data to obtain the injection parameters; The control unit (6) is used to control the gas injection unit (1) on the target pantograph arm to inject airflow according to the injection parameters; wherein the target pantograph arm is the first pantograph arm closest to the direction of train operation.

2. The train pantograph vibration suppression device based on active airflow guidance according to claim 1, characterized in that, The gas injection subunit (11) includes a plurality of linear injection ports (111), the extension direction of which is parallel to the axial direction of the pantograph arm.

3. The train pantograph vibration suppression device based on active airflow guidance according to claim 2, characterized in that, Multiple linear jet nozzles (111) are arranged circumferentially around the pantograph arm, and the jet nozzles (111) adjust the jet angle according to the jet parameters.

4. The train pantograph vibration suppression device based on active airflow guidance according to claim 1, characterized in that, The gas injection unit (1) further includes an air compressor (2) and an air pipe (12). The air compressor (2) is connected to the gas injection subunit (11) through the air pipe (12). The air compressor (2) is used to provide the gas injection subunit (11) with the injection airflow.

5. A method for suppressing train pantograph vibration based on active airflow guidance, characterized in that, The train pantograph vibration suppression device based on active airflow guidance according to any one of claims 1-4, the suppression method includes the following steps: The speed detection unit (4) detects the train's running speed data, and the vibration detection unit (3) detects the vibration data of the pantograph arm. The processing unit (5) combines airflow analysis algorithm and autonomous learning model to analyze operating speed data and vibration data to obtain injection parameters; The control unit (6) controls the gas injection unit (1) on the target pantograph arm to inject airflow according to the injection parameters.

6. The suppression method according to claim 5, characterized in that, The processing unit (5) combines airflow analysis algorithm and autonomous learning model to analyze operating speed data and vibration data to obtain injection parameters including: The processing unit (5) obtains the injection speed parameters based on the operating speed data; Based on the vibration data, the injection angle parameters are obtained.

7. The suppression method according to claim 6, characterized in that, The processing unit (5) obtains the injection angle parameters based on the vibration data, including: The processing unit (5) analyzes the vibration data to obtain vibration frequency data, vibration amplitude data and vibration direction data; The injection angle parameters are obtained based on the vibration frequency data, vibration amplitude data, and vibration direction data.

8. The suppression method according to claim 6, characterized in that, The processing unit (5) obtains the injection speed parameters based on the operating speed data, including: The processing unit (5) obtains the injection speed parameters based on the gas viscosity data and the operating speed data.

9. The suppression method according to claim 5, characterized in that, After the control unit (6) controls the gas injection unit (1) on the target pantograph arm to inject airflow according to the injection parameters, the suppression method further includes: The vibration data of a non-target pantograph boom is determined to be within a preset vibration range in order to obtain the determination result; where the non-target pantograph boom is a pantograph boom that is far away from the direction of train operation. Based on the judgment results, adjust the injection parameters to make the non-target pantograph arm vibrate within the preset vibration range.

10. The suppression method according to claim 9, characterized in that, The adjustment of injection parameters based on the judgment result includes: If the judgment result is yes, the gas injection unit (1) maintains the injection parameters to perform airflow injection; If the judgment result is negative, the process returns to the step of the speed detection unit (4) detecting the train's running speed data until the vibration data of the non-target pantograph arm is within the preset vibration range.

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