Active electromagnetic suspension device for a rail vehicle and control method

Abstract

The application provides a rail vehicle active electromagnetic suspension device and a control method. The electromagnetic suspension device comprises a suspension system, a monitoring component and a control unit. The suspension system comprises a composite electromagnetic actuator arranged between a vehicle body and a frame of the rail vehicle. The composite electromagnetic actuator is used for providing active force and damping force. The monitoring component is arranged on the rail vehicle and is used for monitoring a track irregularity state. The control unit is in communication connection with the composite electromagnetic actuator and the monitoring component. The electromagnetic suspension device provided by the application realizes real-time and active regulation and control of the stiffness and damping of the suspension system through the cooperation of the composite electromagnetic actuator, the monitoring component and the control unit. This enables the device to dynamically adapt between high support stiffness and high damping flexibility according to the track irregularity state and the vehicle operating condition.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle suspension technology, and more specifically, to an active electromagnetic suspension device and control method for rail vehicles. Background Technology

[0002] The content in this section only provides background information related to this invention and may not constitute prior art.

[0003] The smoothness and safety of rail vehicles depend to a large extent on the performance of their suspension systems.

[0004] Traditional rail vehicles generally employ passive suspension systems consisting of steel springs with fixed stiffness and hydraulic dampers with fixed damping. The stiffness and damping parameters of such systems are fixed during design and cannot be changed. However, rail vehicles face complex excitation sources in actual operation: on the one hand, there are permanent track irregularities (such as potholes and bumps); on the other hand, the vehicle's own operating conditions (such as cornering) also induce vibrations. These variable operating conditions place contradictory demands on the suspension system: when the track is smooth, to maximize the isolation of high-frequency vibrations from the track and improve passenger comfort, the ideal suspension should have low stiffness; but when the track has significant irregularities, to prevent excessive body roll or pitching and ensure operational safety, the suspension needs to have high stiffness to provide sufficient support. Because traditional passive suspensions have fixed parameters, they cannot dynamically adapt to these contradictory needs, thus failing to balance ride comfort and operational stability under complex conditions. Summary of the Invention

[0005] In view of this, the first objective of the present invention is to provide an active electromagnetic suspension device for rail vehicles, which aims to solve the technical problem that traditional passive suspensions, due to their fixed stiffness and damping parameters, cannot adaptively adjust in real time according to the unevenness of the track, thus making it difficult to balance ride comfort and running stability.

[0006] The second objective of this invention is to provide a control method for the above-described active electromagnetic suspension device for rail vehicles.

[0007] The objective of this invention is achieved through the following technical solution:

[0008] In a first aspect, the present invention provides an active electromagnetic suspension device for rail vehicles, comprising:

[0009] The suspension system includes a composite electromagnetic actuator disposed between the car body and the frame of the rail vehicle; the composite electromagnetic actuator is used to provide active force and damping force.

[0010] A monitoring component is installed on the rail vehicle and is used to monitor track irregularities.

[0011] The control unit is communicatively connected to the composite electromagnetic actuator and the monitoring component, and is configured to: control the composite electromagnetic actuator to output the active force for suppressing low-frequency vibrations based on the monitoring information of the monitoring component, and synchronously adjust the damping force of the composite electromagnetic actuator for absorbing high-frequency vibrations.

[0012] Optionally, the composite electromagnetic actuator includes a linear motor and a magnetorheological damper integrated axially within the same cylinder.

[0013] Optionally, the cylinder block is connected to the frame;

[0014] The mover of the linear motor and the piston rod of the magnetorheological damper are both connected to the vehicle body.

[0015] Optionally, the cylinder body is provided with a limiting layer, which divides the interior of the cylinder body into an upper chamber and a lower chamber located below the upper chamber;

[0016] The linear motor is located in the upper chamber, and a mover buffer zone is formed between the mover and the limiting layer;

[0017] The magnetorheological damper is located in the lower chamber, and the piston rod passes upward through the limiting layer and the mover in sequence before connecting to the vehicle body.

[0018] Optionally, the limiting layer has a first rubber block on the side facing the linear motor;

[0019] The lower cavity is provided with a sealing shell, and the magnetorheological damper is located inside the sealing shell.

[0020] Optionally, the vehicle body is provided with a pressure plate for connecting the mover and the piston rod;

[0021] A second rubber block is provided on the upper side of the cylinder; a third rubber block is provided on the side of the linear motor facing the limiting layer.

[0022] Optionally, a primary spring is coaxially sleeved on the outside of the cylinder block, with the two ends of the primary spring connected to the vehicle body and the lower side of the cylinder block, respectively.

[0023] Optionally, a force transmission shaft coaxial with the cylinder is provided between the lower side of the cylinder and the frame; a secondary spring is coaxially sleeved on the outside of the force transmission shaft; the two ends of the secondary spring are respectively connected to the frame and the cylinder.

[0024] Optionally, both the vehicle body and the cylinder are provided with a first locking ring for limiting the radial displacement of the primary spring;

[0025] Both the cylinder and the frame are provided with a second locking ring for limiting the radial displacement of the secondary spring.

[0026] Secondly, the present invention provides a control method for the above-described active electromagnetic suspension device for rail vehicles, comprising:

[0027] The monitoring components acquire monitoring information, including information on track irregularities.

[0028] Based on the monitoring information, control commands are generated, and the following steps are executed synchronously:

[0029] The composite electromagnetic actuator is controlled to output the active force opposite to the vibration direction in order to suppress low-frequency vibration;

[0030] The composite electromagnetic actuator is controlled to adjust the damping force it provides in order to absorb high-frequency vibrations.

[0031] The technical solutions of the embodiments of the present invention have at least the following advantages and beneficial effects:

[0032] The electromagnetic suspension device provided by this invention achieves real-time, active control of the stiffness and damping of the suspension system through the coordinated operation of a composite electromagnetic actuator, monitoring components, and a control unit. This allows the device to dynamically adjust between the requirements of high support stiffness and high damping flexibility based on track irregularities and vehicle operating conditions, effectively solving the technical problem of traditional passive suspensions with fixed parameters that cannot simultaneously achieve both ride comfort and operational stability. Attached Figure Description

[0033] Figure 1 A schematic diagram of the structure of an active electromagnetic suspension device for rail vehicles provided in an embodiment of the present invention;

[0034] Figure 2 A schematic diagram of the suspension system provided for an embodiment of the present invention in a first state; it shows the situation when a rail vehicle is traveling on a smooth track;

[0035] Figure 3 A schematic diagram of the suspension system provided in an embodiment of the present invention in a second state; it shows the situation when a rail vehicle passes over a track pothole;

[0036] Figure 4 A schematic diagram of the suspension system provided for an embodiment of the present invention in a third state; it shows the situation when the rail vehicle passes over a protrusion;

[0037] Figure 5A schematic diagram of the suspension system provided in an embodiment of the present invention in a fourth state; it shows the situation when the rail vehicle itself is subjected to a large load and passes over a bump;

[0038] Figure 6 This is a structural schematic diagram of the suspension system provided in the fifth state according to an embodiment of the present invention; it shows the situation when the rail vehicle itself is subjected to the ultimate load and passes over a protrusion.

[0039] Icons: 100-Suspension system, 200-Monitoring components, 300-Car body, 400-Frame, 500-Rail, 10-Composite electromagnetic actuator, 11-Cylinder block, 12-Linear motor, 121-Guide cylinder, 122-Stator, 123-Motor, 124-Upper positioning seat, 125-Lower positioning seat, 126-Second rubber block, 127-Third rubber block, 13-Magnetorheological damper, 131-Piston chamber, 13 2-Piston, 133-Magnetorheological fluid, 134-Piston rod, 135-Electromagnetic coil, 136-Fourth rubber block, 14-First lower support plate, 15-Limiting layer, 151-First rubber block, 16-Motor buffer zone, 17-Sealing shell, 18-Second lower support plate, 19-Force transmission shaft, 20-Upper support plate, 30-Pressure plate, 40-First-stage spring, 50-Second-stage spring, 60-First locking ring, 70-Second locking ring. Detailed Implementation

[0040] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below in conjunction with specific embodiments. The same reference numerals in the accompanying drawings represent the same components. It should be noted that the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the described embodiments of this invention without creative effort are within the scope of protection of this invention.

[0041] Compared to the embodiments shown in the accompanying drawings, feasible embodiments within the scope of protection of this invention may have fewer components, other components not shown in the drawings, different components, components with different arrangements, or components with different connections, etc. Furthermore, two or more components in the drawings may be implemented in a single component, or a single component shown in the drawings may be implemented as multiple separate components.

[0042] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components.

[0043] Example 1

[0044] Please refer to Figures 1 to 6 As shown, Embodiment 1 of the present invention provides an active electromagnetic suspension device for rail vehicles. One of the core features of this electromagnetic suspension device is to provide a highly integrated and rapidly responsive active vibration reduction solution for rail vehicles.

[0045] According to Embodiment 1 of the present invention, as Figure 1 and Figure 2 As shown, the electromagnetic suspension device includes a suspension system 100, a monitoring component 200, and a control unit (not shown in the figure).

[0046] The suspension system 100 includes a composite electromagnetic actuator 10. The composite electromagnetic actuator 10 is the core physical component for achieving active vibration reduction in the suspension system 100, and it is directly installed on the force transmission path between the vehicle body 300 and the frame 400 of the rail vehicle. The main functions of the composite electromagnetic actuator 10 are to provide active force and adjustable damping force. In this embodiment, the active force is used to suppress low-frequency vibrations, and the damping force is used to absorb high-frequency vibrations.

[0047] Specifically, refer to Figure 2 As shown, the composite electromagnetic actuator 10 includes a linear motor 12 and a magnetorheological damper 13 integrated axially within the same cylinder block 11. This integrated arrangement helps to make the composite electromagnetic actuator 10 more compact.

[0048] The lower side of the cylinder body 11 can be connected to the frame 400 via a first lower support plate 14. A horizontal limiting layer 15 is provided inside the cylinder body 11 to divide the interior of the cylinder body 11 into an upper chamber and a lower chamber located below the upper chamber. The limiting layer 15 can be a limiting plate.

[0049] The linear motor 12 is located in the upper chamber and is mainly used to actively output the active force.

[0050] Continue to refer to Figure 2 As shown, the linear motor 12 includes a guide cylinder 121, a stator 122, and a mover 123. The guide cylinder 121 is coaxially fixed to the cylinder body 11. The stator 122 is wound around the outside of the guide cylinder 121 and includes several electromagnetic primary coils. The stator 122 is limited by an upper positioning seat 124 and a lower positioning seat 125 fixedly disposed on the upper and lower sides of the upper chamber.

[0051] The mover 123 is coaxially disposed inside the guide cylinder 121 and includes a permanent magnet magnetically coupled to the electromagnetic primary coil. When the stator 122 is energized, the mover 123 will move axially under the action of the magnetic field; the direction of movement of the mover 123 can be changed by adjusting the direction of the current.

[0052] The upper end of the mover 123 is connected to the vehicle body 300 so that the main force is output through the movement of the mover 123. In order to provide sufficient room for the downward moving mover 123 and prevent the mover 123 from damaging the limiting layer 15, a mover buffer zone 16 is formed between the mover 123 and the limiting layer 15.

[0053] The magnetorheological damper 13 is located in the lower chamber and is mainly used to provide adjustable damping force.

[0054] Continue to refer to Figure 2 As shown, the magnetorheological damper 13 includes an axially extending piston chamber 131. An axially movable piston 132 is disposed within the piston chamber 131, and a magnetorheological fluid 133 is filled between the piston 132 and the bottom of the piston chamber 131. A piston rod 134 is connected to the side of the piston 132 facing away from the magnetorheological fluid 133. The upper end of the piston rod 134 passes sequentially through a limiting layer 15 and the mover 123 of the linear motor 12 before connecting to the vehicle body 300. The piston rod 134 and the mover 123 are coaxial.

[0055] An electromagnetic coil 135 is sleeved on the outside of the piston chamber 131. The magnetorheological damper 13, as a known damping device in the prior art, generates a magnetic force that changes the viscosity of the magnetorheological fluid 133 when its electromagnetic coil 135 is energized. This change in viscosity forces the piston 132, along with the piston rod 134, to move axially, thereby generating the damping force. The stroke of the piston 132 is limited by the limiting layer 15.

[0056] To prevent leakage of magnetorheological fluid 133, continue to refer to... Figure 2 As shown, a sealed shell 17 is provided in the lower chamber. The magnetorheological damper 13 is disposed inside the sealed shell 17.

[0057] In some possible embodiments, a pressure plate 30 is mounted on the vehicle body 300 via an upper support plate 20, connecting the mover 123 of the linear motor 12 and the piston rod 134 of the magnetorheological damper 13. The arrangement of the pressure plate 30 is beneficial to the stable transmission of vibration.

[0058] In some possible embodiments, in order to improve the efficiency of the composite electromagnetic actuator 10, some buffer energy absorption structures may also be provided.

[0059] Specifically, in combination Figure 2 As shown, the limiting layer 15 has a first rubber block 151 on the side facing the linear motor 12 to cooperate with the mover buffer 16, further reducing the possibility of the mover 123 damaging the limiting layer 15.

[0060] On the upper side of the cylinder body 11, specifically on the side of the upper positioning seat 124 facing the vehicle body 300, a second rubber block 126 is provided to prevent rigid impact when the cylinder body 11 moves toward the vehicle body 300. On the side of the linear motor 12 facing the limiting layer 15, specifically on the lower side of the lower positioning seat 125, a third rubber block 127 is provided to protect the linear motor 12.

[0061] In addition, a fourth rubber block 136 can be provided on the side of the piston 132 facing the limiting layer 15 to protect the piston 132.

[0062] In addition to the structure mentioned above, continue to refer to Figure 2 As shown, a primary spring 40 is coaxially sleeved on the outside of the cylinder body 11. The two ends of the primary spring 40 are connected to the lower side of the vehicle body 300 and the cylinder body 11, respectively, specifically to the upper support plate 20 and the first lower support plate 14.

[0063] In addition, a second lower support plate 18 is fixedly connected to the frame 400 below the first lower support plate 14. A force transmission shaft 19 coaxial with the cylinder body 11 is provided between the lower side of the cylinder body 11 and the frame 400. The upper and lower ends of the force transmission shaft 19 are respectively connected to the first lower support plate 14 and the second lower support plate 18.

[0064] A secondary spring 50 is coaxially sleeved on the outside of the force transmission shaft 19. The two ends of the secondary spring 50 are connected to the frame 400 and the cylinder 11, respectively, specifically to the second lower support plate 18 and the first lower support plate 14.

[0065] Among them, the primary spring 40 and the secondary spring 50 are preferably springs with higher stiffness to ensure that they do not deform under small vibrations. Furthermore, the secondary spring 50 has a higher stiffness than the primary spring 40 to provide more reliable support. The specific energy absorption process will be described below and will not be repeated here.

[0066] To further improve the reliability of primary spring 40 and secondary spring 50 when they deform to absorb vibration energy, refer to Figure 2 As shown, the upper support plate 20 on the vehicle body 300 and the first lower support plate 14 on the cylinder block 11 are both provided with a first locking ring 60 to limit the radial displacement of the primary spring 40, ensuring that the primary spring 40 can only deform axially as much as possible. The first lower support plate 14 on the cylinder block 11 and the second lower support plate 18 on the frame 400 are both provided with a second locking ring 70 to limit the radial displacement of the secondary spring 50, ensuring that the secondary spring 50 can only deform axially as much as possible.

[0067] In Embodiment 1 of the present invention, the monitoring component 200 is mounted on a rail vehicle and is used to monitor the irregularity of the track 500. Preferably, see... Figure 1As shown, the monitoring component 200 can be installed at the front and rear ends of the vehicle body 300, and can be a displacement sensor facing the track 500. By acquiring the distance information from itself to the track 500, it can indirectly determine the unevenness of the track 500. By simultaneously arranging the monitoring components 200 at both the front and rear ends of the vehicle body 300, when the vehicle body 300 changes its running direction, there can always be a monitoring component 200 that can monitor the unevenness of the track 500 in front of the vehicle body 300.

[0068] The control unit is communicatively connected to the composite electromagnetic actuator 10 and the monitoring component 200, and is configured to: control the composite electromagnetic actuator 10 to output the main force for suppressing low-frequency vibrations based on the monitoring information from the monitoring component 200, and synchronously adjust the damping force of the composite electromagnetic actuator 10 for absorbing high-frequency vibrations. The monitoring information from the monitoring component 200 includes the irregularity status of the track 500.

[0069] According to Embodiment 1 of the present invention, when a rail vehicle travels on track 500, the conditions include at least the following: track 500 is smooth; track 500 has depressions; track 500 has protrusions; track 500 has protrusions and the rail vehicle itself bears a large load; track 500 has protrusions and the rail vehicle itself bears an ultimate load. The working process of the electromagnetic suspension device provided in Embodiment 1 will be described below in conjunction with different working conditions.

[0070] Reference Figure 2 As shown, when the rail vehicle is traveling on the smooth track 500, the monitoring component 200 sends monitoring information representing the smoothness of the track 500 to the control unit in real time. At this time, the control unit does not control the operation of the composite electromagnetic actuators 10 of each suspension system 100.

[0071] Reference Figure 3As shown, when a pothole is about to appear on the track 500 on which the rail vehicle is traveling, the monitoring component 200 first sends monitoring information indicating the presence of a pothole on the track 500 to the control unit. At this time, the control unit controls the composite electromagnetic actuators 10 of each suspension system 100 to operate, so as to output the main force that can suppress the low-frequency vibration of the rail vehicle and adjust the damping force used to absorb high-frequency vibration. Specifically, when the rail vehicle passes over the pothole, due to the large stiffness of the first-stage spring 40 and the second-stage spring 50, the vibration energy will be directly transmitted to the entire suspension system 100 through the force transmission shaft 19 and the cylinder 11. At this time, the control unit controls the mover 123 of the linear motor 12 to move upward along the guide cylinder 121 to output the main force opposite to the vibration force generated when the rail vehicle passes over the pothole, which can suppress the low-frequency vibration of the rail vehicle. At the same time, the control unit also controls the electromagnetic coil 135 of the magnetorheological damper 13 to change the viscosity of the magnetorheological fluid 133, forcing the piston 132 together with the piston rod 134 to move upward to generate the damping force used to absorb high-frequency vibration. Understandably, through the synergistic effect of the linear motor 12 and the magnetorheological damper 13, the stiffness and damping of the entire suspension system are adjusted in real time, forming a dual shock absorption effect, effectively balancing the ride comfort and running stability of the rail vehicle when passing over potholes.

[0072] Reference Figure 4 As shown, when a bump is about to appear on the track 500 on which the rail vehicle is traveling, the monitoring component 200 first sends monitoring information indicating the presence of a bump on the track 500 to the control unit. At this time, the control unit controls the composite electromagnetic actuators 10 of each suspension system 100 to operate, so as to output the main force that can suppress the low-frequency vibration of the rail vehicle and adjust the damping force used to absorb high-frequency vibration. Specifically, when the rail vehicle passes over the bump, due to the large stiffness of the first-stage spring 40 and the second-stage spring 50, the vibration energy will be directly transmitted to the entire suspension system 100 through the force transmission shaft 19 and the cylinder 11. At this time, the control unit controls the mover 123 of the linear motor 12 to move downward along the guide cylinder 121 to output the main force opposite to the vibration force generated when the rail vehicle passes over the bump, which can suppress the low-frequency vibration of the rail vehicle. At the same time, the control unit also controls the electromagnetic coil 135 of the magnetorheological damper 13 to change the viscosity of the magnetorheological fluid 133, forcing the piston 132 together with the piston rod 134 to move downward to generate the damping force used to absorb high-frequency vibration. Understandably, through the synergistic effect of the linear motor 12 and the magnetorheological damper 13, the real-time adjustment of the stiffness and damping of the entire suspension system is also achieved, forming a dual shock absorption effect, effectively balancing the ride comfort and running stability of the rail vehicle when passing over bumps.

[0073] Reference Figure 5As shown, when the rail vehicle itself bears a large load, and a bump is about to appear on the track 500 on which the rail vehicle is traveling, unlike the above-mentioned working condition, because the rail vehicle itself bears a large load, and the stiffness of the first-stage spring 40 is less than that of the second-stage spring 50, the first-stage spring 40 will absorb vibration energy through axial compression deformation. Based on this, the monitoring component 200 sends monitoring information indicating the presence of a bump on the track 500 to the control unit. At this time, the control unit controls the composite electromagnetic actuators 10 of each suspension system 100 to operate, outputting the main force capable of suppressing low-frequency vibrations of the rail vehicle, and adjusting the damping force used to absorb high-frequency vibrations. This control process is consistent with the control process described above when the rail vehicle passes over a bump, and will not be elaborated further here. Under this working condition, through the synergistic action of the first-stage spring 40 and the composite electromagnetic actuator 10, efficient vibration reduction is achieved when the rail vehicle itself bears a large load and passes over a bump.

[0074] Reference Figure 6 As shown, when the rail vehicle itself bears its ultimate load and a bump is about to appear on the track 500, unlike the previous condition, because the rail vehicle itself bears its ultimate load, both the primary spring 40 and the secondary spring 50 absorb vibration energy through axial compression deformation. Based on this, the monitoring component 200 sends monitoring information indicating the presence of a bump on the track 500 to the control unit. At this time, the control unit controls the composite electromagnetic actuators 10 of each suspension system 100 to operate, outputting the main force capable of suppressing low-frequency vibrations of the rail vehicle and adjusting the damping force used to absorb high-frequency vibrations. This control process is consistent with the control process described above when the rail vehicle passes over a bump, and will not be elaborated further here. Under this condition, through the coordinated action of the primary spring 40, the secondary spring 50, and the composite electromagnetic actuator 10, smooth vibration reduction is achieved when the rail vehicle bears its ultimate load and passes over a bump.

[0075] In summary, the electromagnetic suspension device provided in Embodiment 1 of this invention, through the coordinated operation of the composite electromagnetic actuator 10, the monitoring component 200, and the control unit, achieves real-time and active control of the stiffness and damping of the suspension system 100. This enables the device to dynamically adjust between the need for high support stiffness and high damping flexibility based on the unevenness of the track 500 and the vehicle's operating conditions, thereby effectively solving the technical problem that traditional passive suspension parameters are fixed and cannot simultaneously ensure ride comfort and operational stability.

[0076] It is worth noting that in practical applications, for the same frame 400, at least two of the aforementioned suspension systems 100 can be symmetrically arranged on the frame 400 along the transverse direction of the car body 300. In this way, by controlling the composite electromagnetic actuators 10 of the two suspension systems 100 on the same frame 400, specifically by controlling the mover 123 of the linear motor 12 and the piston rod 134 of the magnetorheological damper 13 of each composite electromagnetic actuator 10 to move different strokes, the swing angle of the car body 300 can be adjusted, thereby improving the high-speed passing capability of the rail vehicle.

[0077] Example 2

[0078] Based on Embodiment 1, Embodiment 2 of the present invention provides a control method for the active electromagnetic suspension device for rail vehicles described in Embodiment 1. Specifically, the control method includes the following steps:

[0079] First, monitoring information, including the irregularity of the track 500, is obtained through the monitoring component 200.

[0080] Next, control commands are generated based on the monitoring information. The processor inside the control unit can calculate the active force and damping force required to maintain the vehicle's stability at 300 degrees based on the monitoring information and the built-in operation control algorithm.

[0081] Finally, have the control unit synchronously execute the following steps:

[0082] The composite electromagnetic actuator 10, which controls each suspension system 100, outputs a main force opposite to the vibration direction of the rail vehicle to suppress low-frequency vibration. Specifically, a specific current is supplied to the stator 122 of the linear motor 12 of the composite electromagnetic actuator 10 to generate an electromagnetic field, which drives the mover 123 to move axially to output a force opposite to the vibration trend of the vehicle body 300, thereby significantly suppressing low-frequency vibration.

[0083] The composite electromagnetic actuator 10 of each suspension system 100 adjusts its damping force to absorb high-frequency vibrations. Specifically, different currents are applied to the electromagnetic coil 135 of the magnetorheological damper 13 of the composite electromagnetic actuator 10 to change its internal magnetic field strength, thereby changing the viscosity of the magnetorheological fluid 133 and realizing stepless adjustment of the damping force to quickly absorb and dissipate high-frequency vibration energy.

[0084] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An active electromagnetic suspension device for rail vehicles, characterized in that, include: A suspension system includes a composite electromagnetic actuator disposed between the car body and the frame of a rail vehicle; the composite electromagnetic actuator provides active force and damping force, and includes a linear motor and a magnetorheological damper integrated axially in the same cylinder; the cylinder is connected to the frame; the mover of the linear motor and the piston rod of the magnetorheological damper are both connected to the car body; a limiting layer is provided inside the cylinder, which divides the interior of the cylinder into an upper chamber and a lower chamber located below the upper chamber; the linear motor is disposed in the upper chamber, and a mover buffer is formed between the mover and the limiting layer; the magnetorheological damper is disposed in the lower chamber, and the piston rod passes upward through the limiting layer and the mover in sequence before connecting to the car body; A monitoring component is installed on the rail vehicle and is used to monitor track irregularities. The control unit is communicatively connected to the composite electromagnetic actuator and the monitoring component, and is configured to: control the composite electromagnetic actuator to output the active force for suppressing low-frequency vibrations based on the monitoring information of the monitoring component, and synchronously adjust the damping force of the composite electromagnetic actuator for absorbing high-frequency vibrations.

2. The active electromagnetic suspension device for rail vehicles according to claim 1, characterized in that, The limiting layer has a first rubber block on the side facing the linear motor; The lower cavity is provided with a sealing shell, and the magnetorheological damper is located inside the sealing shell.

3. The active electromagnetic suspension device for rail vehicles according to claim 1, characterized in that, The vehicle body is provided with a pressure plate for connecting the moving part and the piston rod; A second rubber block is provided on the upper side of the cylinder; a third rubber block is provided on the side of the linear motor facing the limiting layer.

4. The active electromagnetic suspension device for rail vehicles according to claim 1, characterized in that, A primary spring is coaxially sleeved on the outside of the cylinder block, with its two ends connected to the vehicle body and the lower side of the cylinder block, respectively.

5. The active electromagnetic suspension device for rail vehicles according to claim 4, characterized in that, A force transmission shaft, coaxial with the cylinder, is provided between the lower side of the cylinder and the frame; a secondary spring is coaxially sleeved on the outside of the force transmission shaft; the two ends of the secondary spring are respectively connected to the frame and the cylinder.

6. The active electromagnetic suspension device for rail vehicles according to claim 5, characterized in that, Both the vehicle body and the cylinder are provided with a first locking ring for limiting the radial displacement of the primary spring; Both the cylinder and the frame are provided with a second locking ring for limiting the radial displacement of the secondary spring.

7. A control method for an active electromagnetic suspension device for rail vehicles according to any one of claims 1 to 6, characterized in that, include: The monitoring components acquire monitoring information, including information on track irregularities. Based on the monitoring information, control commands are generated, and the following steps are executed synchronously: The composite electromagnetic actuator is controlled to output a driving force opposite to the vibration direction to suppress low-frequency vibration; the composite electromagnetic actuator is controlled to adjust the damping force it provides to absorb high-frequency vibration.

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