Railway vehicle air spring control method, device and equipment and storage medium

Abstract

The invention provides a rail vehicle air spring control method, device and equipment and a storage medium, and relates to the technical field of rail vehicle control. The method is applied to a target air spring with at least two additional air chambers on a railway vehicle, and comprises the following steps: acquiring the upper surface vibration acceleration and the lower surface vibration acceleration of at least one target air spring corresponding to each bogie; calculating a difference value between the lower surface vibration acceleration and the upper surface vibration acceleration, and recording the difference value as a current difference value; judging whether the vibration condition of the rail vehicle passing through the target air spring is abnormal or not according to the current difference value; and if the vibration condition of the rail vehicle is abnormal, an additional air chamber adjusting scheme of the target air spring is determined according to the current difference value and the current additional air chamber volume of the target air spring. The performance of the air spring can be adjusted in the running process of the railway vehicle, and therefore the running comfort and safety of the railway vehicle can be guaranteed.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle control technology, and in particular to a method, apparatus, equipment and storage medium for controlling air springs in rail vehicles. Background Technology

[0002] Currently, the performance parameters of rail vehicle bogies show an overall downward trend from new vehicles to major overhauls, and this trend is difficult to reverse throughout the entire vehicle's operation. With prolonged vehicle operation, rubber components, such as air springs and rubber joints, gradually deteriorate in performance, leading to a decline in the overall performance of the rail vehicle bogie. Only by replacing these components during a major bogie overhaul can overall performance be restored. This makes it impossible to adjust the performance of air springs during rail vehicle operation, which in turn compromises the comfort and safety of rail vehicle operation. Summary of the Invention

[0003] This invention provides a method, apparatus, device, and storage medium for controlling air springs in rail vehicles, in order to solve the problem that the performance of air springs in rail vehicles cannot be adjusted, which is detrimental to ensuring the comfort and safety of rail vehicle operation.

[0004] In a first aspect, embodiments of the present invention provide a method for controlling an air spring in a rail vehicle, applied to a target air spring on a rail vehicle having at least two additional air chambers, the method comprising:

[0005] Obtain the upper surface vibration acceleration and lower surface vibration acceleration of at least one of the target air springs corresponding to each bogie;

[0006] Calculate the difference between the vibration acceleration of the lower surface and the vibration acceleration of the upper surface, and record it as the current difference;

[0007] Based on the current difference, determine whether there is any abnormality in the vibration of the rail vehicle after passing through the target air spring;

[0008] If the vibration of the rail vehicle is abnormal, an adjustment scheme for the additional air chamber of the target air spring is determined based on the current difference and the current additional air chamber volume of the target air spring.

[0009] In one possible implementation, determining whether there is an abnormality in the vibration of the rail vehicle after passing through the target air spring, based on the current difference, includes:

[0010] Determine whether the current difference is less than a preset threshold;

[0011] If the current difference is less than or equal to the preset threshold, it is determined that the vibration of the rail vehicle after passing through the target air spring is abnormal.

[0012] If the current difference is greater than the preset threshold, it is determined that the vibration of the rail vehicle after passing through the target air spring is normal.

[0013] In one possible implementation, before determining the additional air chamber adjustment scheme for the target air spring based on the current difference and the current additional air chamber volume of the target air spring, the method further includes:

[0014] Obtain the current vibration frequency of the rail vehicle frame and / or car body, the current comfort index and the current safety index of the rail vehicle;

[0015] Based on the current difference and the current additional air chamber volume of the target air spring, determine the additional air chamber adjustment scheme for the target air spring, including:

[0016] Based on the current difference, the current additional air chamber volume of the target air spring, the current vibration frequency, the current comfort index, and the current safety index, the additional air chamber adjustment scheme of the target air spring is determined.

[0017] In one possible implementation, an adjustment scheme for the additional air chamber of the target air spring is determined based on the current difference, the current additional air chamber volume of the target air spring, the current vibration frequency, the current comfort index, and the current safety index, including:

[0018] The reference volume of the additional air chamber is determined based on the current difference, the current vibration frequency, the current comfort index, and the current safety index.

[0019] Based on the current additional air chamber volume of the target air spring and the reference volume of the additional air chamber, determine the additional air chamber adjustment scheme of the target air spring.

[0020] In one possible implementation, determining the additional air chamber reference volume based on the current difference, the current vibration frequency, the current comfort index, and the current safety index includes:

[0021] Obtain the corresponding table of the difference, the vibration frequency of the rail vehicle frame and / or car body, the comfort index of the rail vehicle, the safety index of the rail vehicle, and the additional air chamber volume of the target air spring.

[0022] The reference volume of the additional air chamber is determined by looking up the corresponding relationship table based on the current difference, the current vibration frequency, the current comfort index, and the current safety index.

[0023] In one possible implementation, determining the additional air chamber reference volume based on the current difference, the current vibration frequency, the current comfort index, and the current safety index includes:

[0024] Input the current difference, the current vibration frequency, the current comfort index, and the current safety index into a preset classification model to obtain the classification result of the preset classification model;

[0025] The additional air chamber volume corresponding to the classification result is determined as the additional air chamber reference volume.

[0026] In a second aspect, embodiments of the present invention provide a rail vehicle air spring control device, applied to a target air spring on a rail vehicle having at least two additional air chambers, the device comprising:

[0027] The acquisition module is used to acquire the upper surface vibration acceleration and lower surface vibration acceleration of at least one target air spring corresponding to each bogie;

[0028] The calculation module is used to calculate the difference between the vibration acceleration of the lower surface and the vibration acceleration of the upper surface, and record it as the current difference.

[0029] The judgment module is used to determine whether there is any abnormality in the vibration of the rail vehicle after passing through the target air spring, based on the current difference.

[0030] The adjustment module is used to determine the additional air chamber adjustment scheme of the target air spring based on the current difference and the current additional air chamber volume of the target air spring if there is an abnormality in the vibration of the rail vehicle.

[0031] Thirdly, embodiments of the present invention provide an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the method described in the first aspect or any possible implementation thereof.

[0032] Fourthly, embodiments of the present invention provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in the first aspect or any possible implementation thereof.

[0033] Fifthly, embodiments of the present invention provide a computer program product, including a computer program that, when executed by a processor, implements the method described in the first aspect or any possible implementation thereof.

[0034] In this embodiment of the invention, a target air spring with at least two additional air chambers is installed on the rail vehicle. The upper and lower surface vibration accelerations of at least one target air spring corresponding to each bogie are then acquired, and the difference between the lower and upper surface vibration accelerations is calculated and recorded as the current difference. Based on this current difference, it is determined whether the vibration of the rail vehicle is abnormal after passing through the target air spring. If the vibration of the rail vehicle is abnormal, an adjustment scheme for the additional air chambers of the target air spring is determined based on the current difference and the current volume of the additional air chambers. Furthermore, by using the at least two additional air chambers of the target air spring, the stiffness of the target air spring is adjusted in real time according to the real-time upper and lower surface vibration accelerations, thereby finding the optimal stiffness of the target air spring during the real-time operation of the rail vehicle. This makes the target air spring more suitable for the real-time operation of the rail vehicle, thus ensuring the comfort and safety of the rail vehicle operation in real time. Attached Figure Description

[0035] Figure 1 This is a flowchart illustrating the implementation of the air spring control method for rail vehicles provided in this embodiment of the invention.

[0036] Figure 2 This is a schematic diagram of the installation of the target air spring provided in an embodiment of the present invention;

[0037] Figure 3 This is a schematic diagram of the additional air chamber of the target air spring provided in an embodiment of the present invention;

[0038] Figure 4 This is a schematic diagram of the structure of the air spring control device for rail vehicles provided in an embodiment of the present invention;

[0039] Figure 5 This is a schematic diagram of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0040] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0041] See Figure 1 The diagram illustrates a flowchart of the implementation of a rail vehicle air spring control method provided by an embodiment of the present invention. This method is applied to a target air spring on a rail vehicle that has at least two additional air chambers. The installation position of the target air spring can be as follows: Figure 2 As shown, the air spring control method for this rail vehicle is described in detail below:

[0042] Step 101: Obtain the upper surface vibration acceleration and lower surface vibration acceleration of at least one target air spring corresponding to each bogie.

[0043] In this embodiment, considering that the dynamic stiffness of an air spring is composed of the static stiffness of the air spring itself, the emergency spring, and the auxiliary air chambers, different volumes of auxiliary air chambers matched with the same air spring will exhibit different dynamic stiffnesses. For rail vehicles operating at different speeds, under different track conditions, and with different loads, the vibration loads transmitted from the bogie wheels to the frame and from the frame to the car body (via the air springs) are constantly changing, leading to differences in the operating comfort and safety of the rail vehicle. However, the auxiliary air chamber volume of traditional bogie air springs is constant, which often results in the rail vehicle failing to achieve optimal comfort and safety within a certain operating range. Therefore, it is considered to install an air spring with at least two auxiliary air chambers on the rail vehicle, i.e., the target air spring.

[0044] For example, the mounting position of the target air spring can be as follows: Figure 2 As shown, the additional air chamber of the target air spring can be set as follows: Figure 3 As shown, the target air spring can be obtained by matching additional air chambers of different volumes with fixed air springs through a staged valve.

[0045] Specifically, such as Figure 3 As shown, the target air spring can be matched with three auxiliary air chambers, the volumes of which correspond to volumes A, B, and C, respectively. When controlling the target air spring, by changing the combination of volumes A, B, and C, the appropriate auxiliary air chamber volume combination scheme can be selected from seven auxiliary air chamber volume combination schemes.

[0046] It should be noted that the number and volume of the additional air chambers of the target air spring can be determined according to the actual situation. For example, the target air spring can also be matched with four additional air chambers, five additional air chambers, etc., and the volumes of different additional air chambers can be distributed according to preset rules, such as arithmetic sequence distribution, exponential distribution, etc.

[0047] For example, the number and volume of the additional air chambers of the target air spring can be calibrated according to the operating speed, track conditions and load of the rail vehicle, and the number and volume of the additional air chambers of the target air spring on the corresponding rail vehicle can be determined based on the calibration results.

[0048] After installing target air springs with at least two additional air chambers on the rail vehicle, considering that the car body and frame of the rail vehicle are rigid and the vibrations received by each bogie are basically the same, it is sufficient to obtain the upper surface vibration acceleration and lower surface vibration acceleration of at least one target air spring corresponding to each bogie.

[0049] For example, vibration acceleration sensors can be installed on the upper and lower surfaces of the target air spring (e.g., the upper and lower cover plates of the target air spring) respectively to obtain the corresponding upper surface vibration acceleration and lower surface vibration acceleration.

[0050] Step 102: Calculate the difference between the vibration acceleration of the lower surface and the vibration acceleration of the upper surface, and record it as the current difference.

[0051] Step 103: Based on the current difference, determine whether there is any abnormality in the vibration of the rail vehicle after passing the target air spring.

[0052] For example, based on the current difference, determining whether there is any abnormality in the vibration of the rail vehicle after passing through the target air spring includes:

[0053] Determine whether the current difference is less than a preset threshold.

[0054] If the current difference is less than or equal to the preset threshold, it is determined that the vibration of the rail vehicle after passing through the target air spring is abnormal.

[0055] If the current difference is greater than the preset threshold, it is determined that the vibration of the rail vehicle after passing through the target air spring is normal.

[0056] In this embodiment, considering that the vibration acceleration of the lower surface of the target air spring represents the vibration load received by the target air spring, and the vibration acceleration of the upper surface of the target air spring represents the vibration load after being attenuated by the target air spring, the difference between the vibration acceleration of the lower surface and the vibration acceleration of the upper surface can be used to represent the attenuation of the vibration load by the target air spring. In this way, the difference can be used to determine whether there is any abnormality in the vibration of the rail vehicle after passing through the target air spring.

[0057] For example, if the difference is less than or equal to a preset threshold, meaning the target air spring attenuates the vibration load less, it can be determined that the vibration of the rail vehicle after passing the target air spring is abnormal. If the difference is greater than the preset threshold, meaning the attenuation of the vibration load by the target air spring is within the normal range, it can be determined that the vibration of the rail vehicle after passing the target air spring is normal.

[0058] Step 104: If the vibration of the rail vehicle is abnormal, determine the adjustment scheme of the additional air chamber of the target air spring based on the current difference and the current additional air chamber volume of the target air spring.

[0059] Optionally, before determining the additional air chamber adjustment scheme for the target air spring based on the current difference and the current additional air chamber volume of the target air spring, the method further includes:

[0060] Obtain the current vibration frequency of the rail vehicle's frame and / or body, the current comfort index of the rail vehicle, and the current safety index of the rail vehicle.

[0061] Based on the current difference and the current additional air chamber volume of the target air spring, determine the additional air chamber adjustment scheme for the target air spring, including:

[0062] Based on the current difference, the current additional air chamber volume of the target air spring, the current vibration frequency, the current comfort index, and the current safety index, determine the additional air chamber adjustment scheme for the target air spring.

[0063] In this embodiment, considering that the ultimate goal of adjusting the additional air chamber volume of the target air spring is to ensure the comfort and safety of the rail vehicle operation, the vibration frequency of the rail vehicle's frame or body varies (e.g., low, medium, or high frequency) under different speeds, track conditions, and loads. At different vibration frequencies, the required stiffness of the target air spring differs, resulting in different optimal comfort and safety indices for the rail vehicle. For example, when the rail vehicle is traveling at low speed, on a smooth track, and under a heavy load, even if the difference between the vibration acceleration of the lower and upper surfaces of the target air spring is less than a preset threshold, it may not be necessary to adjust the volume of the additional air chamber. However, when the rail vehicle is traveling at high speed, even if the track conditions are smooth and the load is heavy, and the difference between the vibration acceleration of the lower and upper surfaces of the target air spring is greater than a preset threshold, it may be necessary to adjust the volume of the additional air chamber. Therefore, the current vibration frequency of the rail vehicle's frame and / or body, the current comfort index of the rail vehicle, and the current safety index of the rail vehicle can also be obtained. Then, based on the current difference, the current additional air chamber volume of the target air spring, the current vibration frequency, the current comfort index, and the current safety index, the additional air chamber adjustment scheme of the target air spring can be comprehensively determined.

[0064] It should be noted that when the vibration of the rail vehicle after passing the target air spring is determined to be normal based on the current difference value, that is, when the current difference value is greater than the preset threshold, the current vibration frequency of the rail vehicle's frame and / or car body, the current comfort index of the rail vehicle, and the current safety index of the rail vehicle can also be obtained. Based on the current difference value, current vibration frequency, current comfort index, and current safety index, it can be further determined whether the volume of the additional air chamber of the target air spring is needed and how to adjust the volume of the additional air chamber of the target air spring.

[0065] Optionally, based on the current difference, the current additional air chamber volume of the target air spring, the current vibration frequency, the current comfort index, and the current safety index, an adjustment scheme for the additional air chamber of the target air spring is determined, including:

[0066] The reference volume of the additional air chamber is determined based on the current difference, current vibration frequency, current comfort index, and current safety index.

[0067] Based on the current additional air chamber volume and the reference additional air chamber volume of the target air spring, determine the additional air chamber adjustment scheme for the target air spring.

[0068] In one embodiment, determining the reference volume of the additional air chamber based on the current difference, current vibration frequency, current comfort index, and current safety index includes:

[0069] Obtain a table showing the correspondence between the difference, the vibration frequency of the rail vehicle's frame and / or body, the rail vehicle's comfort index, the rail vehicle's safety index, and the additional air chamber volume of the target air spring.

[0070] Based on the current difference, current vibration frequency, current comfort index, and current safety index, refer to the corresponding relationship table to determine the reference volume of the additional air chamber.

[0071] In another embodiment, the additional air chamber reference volume is determined based on the current difference, the current vibration frequency, the current comfort index, and the current safety index, including:

[0072] Input the current difference, current vibration frequency, current comfort index, and current safety index into the preset classification model to obtain the classification result of the preset classification model.

[0073] The additional air chamber volume corresponding to the classification result is determined as the reference volume of the additional air chamber.

[0074] In this embodiment, to more accurately determine the reference volume of the additional air chamber and thus more quickly and accurately adjust the dynamic stiffness of the target air spring when the operating characteristics of the rail vehicle change, the above-mentioned correspondence table can be obtained through pre-calibration. The real-time acquired current difference, current vibration frequency, current comfort index, and current safety index can be matched with various operating conditions in the above correspondence table, and the reference volume of the additional air chamber can be determined from the matched operating conditions. Alternatively, a preset classification model can be obtained through big data analysis. The real-time acquired current difference, current vibration frequency, current comfort index, and current safety index can be classified, and the reference volume of the additional air chamber can be determined according to the type (i.e., the classification result).

[0075] For example, the current vibration frequency of the rail vehicle's frame or body can be calibrated based on the rail vehicle's current operating speed, current operating line conditions, and current load. The current comfort and safety indicators of the rail vehicle can be determined according to the calculation methods given in the "Specifications for Evaluation and Testing of Locomotive and Rolling Stock Dynamics Performance". Among them, the safety indicators can include indicators related to operational stability, such as derailment coefficient, wheel load reduction rate, wheel axle lateral force, and lateral stability.

[0076] The following specific examples illustrate the overall working process of the air spring control method for rail vehicles provided in this invention:

[0077] First, vibration acceleration sensors are placed on the upper and lower surfaces of the air springs of the bogies in traditional rail vehicles to record the vibration parameters of the frame and the car body in real time (i.e., the vibration acceleration of the lower and upper surfaces of the air springs) and transmit the vibration parameters to the intelligent host.

[0078] Then the intelligent host can determine whether the vehicle vibration is normal after passing through the air spring (i.e., whether the difference between the vibration acceleration of the lower surface and the vibration acceleration of the upper surface is greater than a preset threshold), and transmit this information to the vehicle train control system.

[0079] The train control system transmits adjustment commands to the intelligent host of the carriage experiencing abnormalities based on database information (including vibration frequency, comfort index, and safety index). According to the database adjustment information, the intelligent host issues an opening command to the auxiliary air chamber electronic control valve, opening the corresponding auxiliary air chamber volume and increasing the volume of the auxiliary air chamber matched with the air spring, thus forming new air spring stiffness parameters to adjust the abnormal vibration of the vehicle. Simultaneously, vibration acceleration sensors above and below the air spring transmit recorded vibration data to the intelligent host in real time. The intelligent host performs another assessment and transmits the result to the train control system. If the assessment is still unsatisfactory, adjustments are made again until the vehicle's comfort requirements are met.

[0080] In addition, when the vehicle's stability deteriorates after long-term operation, the vehicle control system can send a command to the intelligent host to adjust the volume of the air spring's auxiliary air chamber. The intelligent host will then issue an instruction to close part of the auxiliary air chamber volume, reducing the size of the auxiliary air chamber volume matched with the air spring, thereby increasing the overall stiffness of the air spring, suppressing abnormal vehicle vibrations, and improving vehicle stability.

[0081] In this embodiment, considering that different air springs have different dynamic stiffnesses and different load filtering capabilities for different vibration frequencies, in actual operation, the air spring is generally matched with the largest additional air chamber volume. At this point, the air spring stiffness is the smallest and the "softest," achieving the best comfort. However, if the air spring is too "soft," it will weaken the anti-rollover capability of the vehicle body, which is not conducive to ensuring the lateral stability of the rail vehicle. Rail vehicles require a suitable air spring stiffness, which cannot be directly fixed. Therefore, this embodiment uses sensors to detect the upper and lower surface vibration accelerations of the air spring. During vehicle testing, different operating speeds, track conditions, and loads are input into the simulated vehicle, and additional air chambers of different volumes are matched to the air spring. The corresponding stiffness of the air spring when matched with additional air chambers of different volumes, as well as the stiffness required for vibration frequencies corresponding to different operating speeds, track conditions, and loads, are calibrated. Thus, by calibrating and detecting the upper and lower surface vibration accelerations, the additional air chamber volume of the air spring is adjusted.

[0082] In this embodiment of the invention, a target air spring with at least two additional air chambers is installed on the rail vehicle. The upper and lower surface vibration accelerations of at least one target air spring corresponding to each bogie are then acquired, and the difference between the lower and upper surface vibration accelerations is calculated and recorded as the current difference. Based on this current difference, it is determined whether the vibration of the rail vehicle is abnormal after passing through the target air spring. If the vibration of the rail vehicle is abnormal, an adjustment scheme for the additional air chambers of the target air spring is determined based on the current difference and the current volume of the additional air chambers. Furthermore, by using the at least two additional air chambers of the target air spring, the stiffness of the target air spring is adjusted in real time according to the real-time upper and lower surface vibration accelerations, thereby finding the optimal stiffness of the target air spring during the real-time operation of the rail vehicle. This makes the target air spring more suitable for the real-time operation of the rail vehicle, thus ensuring the comfort and safety of the rail vehicle operation in real time.

[0083] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0084] The following are device embodiments of the present invention. For details not described in detail, please refer to the corresponding method embodiments described above.

[0085] Figure 4 A schematic diagram of the structure of the air spring control device for rail vehicles provided in an embodiment of the present invention is shown. For ease of explanation, only the parts related to the embodiment of the present invention are shown, and are described in detail below:

[0086] like Figure 4 As shown, the air spring control device for rail vehicles includes: an acquisition module 41, a calculation module 42, a judgment module 43, and an adjustment module 44.

[0087] The acquisition module 41 is used to acquire the upper surface vibration acceleration and lower surface vibration acceleration of at least one target air spring corresponding to each bogie;

[0088] Calculation module 42 is used to calculate the difference between the vibration acceleration of the lower surface and the vibration acceleration of the upper surface, and record it as the current difference.

[0089] The judgment module 43 is used to determine whether there is any abnormality in the vibration of the rail vehicle after passing the target air spring based on the current difference.

[0090] The adjustment module 44 is used to determine the additional air chamber adjustment scheme of the target air spring based on the current difference and the current additional air chamber volume of the target air spring if there is an abnormality in the vibration of the rail vehicle.

[0091] In one possible implementation, the judgment module 43 can be used to determine whether the current difference is less than a preset threshold; if the current difference is less than or equal to the preset threshold, it is determined that the vibration of the rail vehicle after passing the target air spring is abnormal; if the current difference is greater than the preset threshold, it is determined that the vibration of the rail vehicle after passing the target air spring is normal.

[0092] In one possible implementation, the adjustment module 44 can also be used to acquire the current vibration frequency of the rail vehicle's frame and / or body, the current comfort index of the rail vehicle, and the current safety index of the rail vehicle; and determine the additional air chamber adjustment scheme of the target air spring based on the current difference, the current additional air chamber volume of the target air spring, the current vibration frequency, the current comfort index, and the current safety index.

[0093] In one possible implementation, the adjustment module 44 can be used to determine the additional air chamber reference volume based on the current difference, the current vibration frequency, the current comfort index, and the current safety index; and to determine the additional air chamber adjustment scheme of the target air spring based on the current additional air chamber volume and the additional air chamber reference volume.

[0094] In one possible implementation, the adjustment module 44 can be used to obtain a correspondence table of the difference, the vibration frequency of the rail vehicle's frame and / or body, the rail vehicle's comfort index, the rail vehicle's safety index, and the additional air chamber volume of the target air spring; and determine the additional air chamber reference volume by looking up the corresponding table based on the difference, the current vibration frequency, the current comfort index, and the current safety index.

[0095] In one possible implementation, the adjustment module 44 can be used to input the current difference, the current vibration frequency, the current comfort index, and the current safety index into a preset classification model to obtain the classification result of the preset classification model; and determine the additional air chamber volume corresponding to the classification result as the additional air chamber reference volume.

[0096] Figure 5 This is a schematic diagram of an electronic device provided in an embodiment of the present invention. For example... Figure 5 As shown, the electronic device 5 of this embodiment includes a processor 50 and a memory 51. The memory 51 stores a computer program 52. When the processor 50 executes the computer program 52, it implements the steps in the various method embodiments described above. Alternatively, when the processor 50 executes the computer program 52, it implements the functions of each module / unit in the various device embodiments described above.

[0097] For example, computer program 52 may be divided into one or more modules / units, which are stored in memory 51 and executed by processor 50 to complete the present invention. The one or more modules / units may be a series of computer program instruction segments capable of performing a specific function, which describe the execution process of computer program 52 in electronic device 5.

[0098] Electronic device 5 may include, but is not limited to, processor 50 and memory 51. Those skilled in the art will understand that... Figure 5 This is merely an example of electronic device 5 and does not constitute a limitation on electronic device 5. It may include more or fewer components than shown, or combine certain components, or different components. For example, electronic device 5 may also include input / output devices, network access devices, buses, etc.

[0099] The processor 50 can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0100] The memory 51 can be an internal storage unit of the electronic device 5, such as a hard disk or RAM. The memory 51 can also be an external storage device of the electronic device 5, such as a plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card. Furthermore, the memory 51 can include both internal and external storage units of the electronic device 5. The memory 51 is used to store the computer program 52 and other programs and data required by the electronic device 5. The memory 51 can also be used to temporarily store data that has been output or will be output.

[0101] For the sake of simplicity and clarity, only the above-described functional modules / units are used as examples. In practical applications, the functions described above can be assigned to different functional modules / units as needed. These modules / units can be implemented in hardware, software, or a combination of both.

[0102] This invention also provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the methods described in the above-described method embodiments.

[0103] This invention also provides a computer program product, including a computer program. When the computer program is executed by a processor, it implements the methods described in the above-described method embodiments.

[0104] Computer programs include computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. Computer-readable media can include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc.

[0105] In the above embodiments, the descriptions of each embodiment have their own emphasis. Parts not detailed or described in a particular embodiment can be referred to in the relevant descriptions of other embodiments. Unless otherwise specified or in conflict with logic, the terminology and / or descriptions between different embodiments are consistent and can be referenced interchangeably. Technical features in different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0106] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A method for controlling air springs in rail vehicles, characterized in that, The method, applied to a target air spring having at least two auxiliary air chambers on a rail vehicle, comprises: Obtain the upper surface vibration acceleration and lower surface vibration acceleration of at least one of the target air springs corresponding to each bogie; Calculate the difference between the vibration acceleration of the lower surface and the vibration acceleration of the upper surface, and record it as the current difference; Based on the current difference, determine whether there is any abnormality in the vibration of the rail vehicle after passing through the target air spring; If the vibration of the rail vehicle is abnormal, an adjustment scheme for the additional air chamber of the target air spring is determined based on the current difference and the current additional air chamber volume of the target air spring.

2. The air spring control method for rail vehicles according to claim 1, characterized in that, Based on the current difference, determine whether there is any abnormality in the vibration of the rail vehicle after passing through the target air spring, including: Determine whether the current difference is less than a preset threshold; If the current difference is less than or equal to the preset threshold, it is determined that the vibration of the rail vehicle after passing through the target air spring is abnormal. If the current difference is greater than the preset threshold, it is determined that the vibration of the rail vehicle after passing through the target air spring is normal.

3. The air spring control method for rail vehicles according to claim 1, characterized in that, Before determining the additional air chamber adjustment scheme for the target air spring based on the current difference and the current additional air chamber volume of the target air spring, the method further includes: Obtain the current vibration frequency of the rail vehicle's frame and / or body, the current comfort index of the rail vehicle, and the current safety index of the rail vehicle; Based on the current difference and the current additional air chamber volume of the target air spring, determine the additional air chamber adjustment scheme for the target air spring, including: Based on the current difference, the current additional air chamber volume of the target air spring, the current vibration frequency, the current comfort index, and the current safety index, the additional air chamber adjustment scheme of the target air spring is determined.

4. The air spring control method for rail vehicles according to claim 3, characterized in that, Based on the current difference, the current additional air chamber volume of the target air spring, the current vibration frequency, the current comfort index, and the current safety index, an adjustment scheme for the additional air chamber of the target air spring is determined, including: The reference volume of the additional air chamber is determined based on the current difference, the current vibration frequency, the current comfort index, and the current safety index. Based on the current additional air chamber volume of the target air spring and the reference volume of the additional air chamber, determine the additional air chamber adjustment scheme of the target air spring.

5. The air spring control method for rail vehicles according to claim 4, characterized in that, Based on the current difference, the current vibration frequency, the current comfort index, and the current safety index, the reference volume of the additional air chamber is determined, including: Obtain the corresponding table of the difference, the vibration frequency of the rail vehicle frame and / or car body, the comfort index of the rail vehicle, the safety index of the rail vehicle, and the additional air chamber volume of the target air spring. The reference volume of the additional air chamber is determined by looking up the corresponding relationship table based on the current difference, the current vibration frequency, the current comfort index, and the current safety index.

6. The air spring control method for rail vehicles according to claim 4, characterized in that, Based on the current difference, the current vibration frequency, the current comfort index, and the current safety index, the reference volume of the additional air chamber is determined, including: Input the current difference, the current vibration frequency, the current comfort index, and the current safety index into a preset classification model to obtain the classification result of the preset classification model; The additional air chamber volume corresponding to the classification result is determined as the additional air chamber reference volume.

7. A control device for air springs in rail vehicles, characterized in that, The device, applied to a target air spring having at least two auxiliary air chambers on a rail vehicle, comprises: The acquisition module is used to acquire the upper surface vibration acceleration and lower surface vibration acceleration of at least one target air spring corresponding to each bogie; The calculation module is used to calculate the difference between the vibration acceleration of the lower surface and the vibration acceleration of the upper surface, and record it as the current difference. The judgment module is used to determine whether there is any abnormality in the vibration of the rail vehicle after passing through the target air spring, based on the current difference. The adjustment module is used to determine the additional air chamber adjustment scheme of the target air spring based on the current difference and the current additional air chamber volume of the target air spring if there is an abnormality in the vibration of the rail vehicle.

8. An electronic device, characterized in that, It includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method as described in any one of claims 1 to 6.

10. A computer program product, characterized in that, It includes a computer program that, when executed by a processor, implements the method as described in any one of claims 1 to 6.

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