Railway vehicle rolling vibration applying device and control method

Abstract

The invention provides a rolling vibration applying device for a railway vehicle and a control method, and the rolling vibration applying device for the railway vehicle comprises a plurality of rail wheel sets which are rotatably arranged on a mounting frame and are used for being matched with a plurality of wheel sets of a vehicle body in a supporting manner; the vertical driving assembly is arranged on the mounting frame and located above the multiple rail wheel sets, and the first driving piece and the second driving piece are arranged in the length direction of the mounting frame in a spaced mode and used for applying force in the vertical direction to the vehicle body; the transverse driving assembly comprises a third driving part and a fourth driving part, the third driving part is in driving fit with one rail wheel set to drive the rail wheel set to move in the width direction of the mounting frame, and the fourth driving part is in driving fit with one wheel set to drive the wheel set to move in the width direction of the vehicle body. According to the technical scheme of the invention, the problem that the rolling vibration test bench in the prior art simulates a small number of vehicle body postures is effectively solved.

Description

Technical Field

[0001] This invention relates to the field of railway vehicle rolling vibration testing technology, and more specifically, to a railway vehicle rolling vibration application device and control method. Background Technology

[0002] A rolling vibration test bench is a comprehensive testing device capable of simulating the running state of railway vehicles on actual tracks. Its main functions include simulating the motion of vehicles on ideal straight tracks, determining the stability of bogie hunting motion, measuring the critical speed of instability, and simulating the wheel-rail angle of attack when a vehicle passes through a curve to determine the vehicle's derailment stability. Technically, rolling vibration test benches are mainly divided into two modes: combined rolling and vibration, and separate rolling and vibration. Combined rolling and vibration test benches typically use a hydraulic servo system to control the rollers to achieve vibration. Separate rolling and vibration test benches, on the other hand, construct the rolling test bench and the vibration test bench separately, each focusing on specific functional testing.

[0003] In related technologies, rolling vibration test benches mainly use hydraulic servo excitation systems, which use hydraulic cylinders to realize the up-and-down vibration and left-and-right movement of the test bench rollers. This results in a limited number of vehicle body postures that can be simulated, thus failing to meet more comprehensive testing requirements. Summary of the Invention

[0004] The main objective of this invention is to provide a rolling vibration application device and control method for railway vehicles, so as to solve the problem that the rolling vibration test bench in related technologies can only simulate a limited number of vehicle body postures.

[0005] To achieve the above objectives, according to one aspect of the present invention, a rolling vibration application device for railway vehicles is provided, comprising: a mounting frame; a plurality of rail wheel sets rotatably mounted on the mounting frame, the plurality of rail wheel sets being used for supporting and cooperating with a plurality of wheel sets of a vehicle body; a vertical drive assembly mounted on the mounting frame and located above the plurality of rail wheel sets, the vertical drive assembly including a first drive member and a second drive member, the first drive member and the second drive member being spaced apart along the length direction of the mounting frame, the first drive member and the second drive member being used to apply a vertical force to the vehicle body; and a lateral drive assembly including a third drive member and a fourth drive member, the third drive member drivingly cooperating with a rail wheel set to drive the rail wheel set to move along the width direction of the mounting frame, and the fourth drive member drivingly cooperating with a wheel set to drive the wheel set to move along the width direction of the vehicle body.

[0006] Furthermore, the fourth drive unit is located directly above the third drive unit.

[0007] Furthermore, the track wheel assembly includes a first track wheel assembly and a second track wheel assembly, which are spaced apart along the length of the mounting frame. Multiple wheel assemblies include a first wheel assembly and a second wheel assembly. The first wheel assembly drives and cooperates with the first track wheel assembly, and the second wheel assembly drives and cooperates with the second track wheel assembly. The lateral drive assembly also includes a fifth drive member and a sixth drive member. The third drive member drives and cooperates with the first track wheel assembly, the fourth drive member drives and cooperates with the first wheel assembly, the fifth drive member drives and cooperates with the second track wheel assembly, and the sixth drive member drives and cooperates with the second wheel assembly.

[0008] Furthermore, the vertical drive assembly includes a seventh drive member and an eighth drive member. The seventh drive member is disposed between the mounting bracket and the vehicle body, and the eighth drive member is disposed between the mounting bracket and the vehicle body. The seventh drive member and the eighth drive member are spaced apart along the length direction of the vehicle body. The seventh drive member and the first drive member are correspondingly disposed along the width direction of the vehicle body and have a first gap. The second drive member and the eighth drive member are correspondingly disposed along the width direction of the vehicle body and have a second gap.

[0009] Furthermore, the railway vehicle rolling vibration application device also includes a controller, and the vertical drive component and the lateral drive component are configured to receive a sinusoidal signal or an anti-sinusoidal signal emitted by the controller to make the car body have a vibration state, the vibration state including at least one of head-shaking posture, lower center swaying posture, upper center swaying posture, floating posture and nodding posture.

[0010] Furthermore, when the fifth and sixth drive units receive the sine wave signal, and the third and fourth drive units receive the anti-sine wave signal, the vehicle body is in a head-shaking posture.

[0011] Furthermore, when the seventh and eighth drive components receive a sinusoidal signal, and the first, second, third, fourth, fifth, and sixth drive components all receive an anti-sinusoidal signal, the vehicle body is in a downward swaying posture.

[0012] Furthermore, when the third, fourth, fifth, sixth, seventh, and eighth drive components all receive a sine wave signal, and the first and second drive components both receive an anti-sine wave signal, the vehicle body is in an upward swaying posture.

[0013] Furthermore, when the first drive unit, the second drive unit, the seventh drive unit, and the eighth drive unit all receive a sinusoidal signal, the vehicle body is in a floating posture.

[0014] Furthermore, when the first and seventh driving components both receive a sine wave signal, and the second and eighth driving components both receive an anti-sine wave signal, the vehicle body is in a nodding posture.

[0015] Furthermore, the first driving member has a retracted position, an extended position, and an initial position between the retracted position and the extended position. When the first driving member receives a sinusoidal signal, the first driving member switches between the initial position and the extended position. When the first driving member applies an inverted sinusoidal signal, the first driving member switches between the initial position and the retracted position.

[0016] According to another aspect of the present invention, a control method for a railway vehicle rolling vibration application device is provided. The control method is used to control the aforementioned railway vehicle rolling vibration application device, and the control method includes:

[0017] Obtain the vibration state to be simulated;

[0018] Based on the required vibration state to be simulated, control signals are transmitted to the vertical drive component and the horizontal drive component;

[0019] The vibration state includes at least one of the following: head-shaking posture, lower-center swaying posture, upper-center swaying posture, floating posture, and nodding posture.

[0020] According to the technical solution of this invention, multiple track wheel sets are rotatably mounted on a mounting frame, and these multiple track wheel sets are used to support and cooperate with multiple wheel sets of the vehicle body. A vertical drive assembly is mounted on the mounting frame and located above the multiple track wheel sets. The vertical drive assembly includes a first drive member and a second drive member, which are spaced apart along the length of the mounting frame. The first and second drive members are used to apply a vertical force to the vehicle body. A third drive member drives and cooperates with one track wheel set, and a fourth drive member drives and cooperates with one wheel set. Through the above arrangement, the first and second drive members can apply a vertical force, and the third and fourth drive members can apply a lateral force. The first, second, third, and fourth drive members can be activated individually or all at once. Through the cooperation of the first, second, third, and fourth drive members, different vehicle body postures can be simulated, and a wide range of vehicle body postures can be simulated. Therefore, the technical solution of this application effectively solves the problem of limited simulated vehicle body postures in related technologies' rolling vibration test benches. Attached Figure Description

[0021] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0022] Figure 1 A three-dimensional structural schematic diagram of an embodiment of the railway vehicle rolling vibration application device according to the present invention is shown;

[0023] Figure 2A schematic flowchart illustrating an embodiment of the control method for the railway vehicle rolling vibration application device according to the present invention is shown.

[0024] The above figures include the following reference numerals:

[0025] 10. Mounting frame; 20. Track wheel assembly; 21. First track wheel assembly; 22. Second track wheel assembly; 30. Vertical drive assembly; 31. First drive component; 32. Second drive component; 33. Seventh drive component; 34. Eighth drive component; 40. Lateral drive assembly; 41. Third drive component; 42. Fourth drive component; 43. Fifth drive component; 44. Sixth drive component;

[0026] 100. Vehicle body; 110. Wheel set; 111. First wheel set; 112. Second wheel set. Detailed Implementation

[0027] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0028] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0029] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0030] like Figure 1 As shown, in this embodiment, the railway vehicle rolling vibration application device includes: a mounting frame 10, multiple rail wheel sets 20, a vertical drive assembly 30, and a lateral drive assembly 40. The multiple rail wheel sets 20 are rotatably mounted on the mounting frame 10 and are used to support and cooperate with multiple wheel sets 110 of the vehicle body 100. The vertical drive assembly 30 is mounted on the mounting frame 10 and located above the multiple rail wheel sets 20. The vertical drive assembly 30 includes a first drive member 31 and a second drive member 32, which are spaced apart along the length of the mounting frame 10. The first drive member 31 and the second drive member 32 are used to apply a vertical force to the vehicle body 100. The lateral drive assembly 40 includes a third drive member 41 and a fourth drive member 42. The third drive member 41 is driven to cooperate with a track wheel set 20 to drive the track wheel set 20 to move along the width direction of the mounting frame 10. The fourth drive member 42 is driven to cooperate with a wheel set 110 to drive the wheel set 110 to move along the width direction of the vehicle body 100.

[0031] Using the technical solution of this embodiment, multiple track wheel sets 20 are rotatably mounted on the mounting frame 10, and the multiple track wheel sets 20 are used to support and cooperate with multiple wheel sets 110 of the vehicle body 100. A vertical drive assembly 30 is mounted on the mounting frame 10 and located above the multiple track wheel sets 20. The vertical drive assembly 30 includes a first drive member 31 and a second drive member 32, which are spaced apart along the length of the mounting frame 10. The first drive member 31 and the second drive member 32 are used to apply a vertical force to the vehicle body 100. A third drive member 41 drives and cooperates with one track wheel set 20, and a fourth drive member 42 drives and cooperates with one wheel set 110. Through the above arrangement, the first drive member 31 and the second drive member 32 can apply a vertical force, and the third drive member 41 and the fourth drive member 42 can apply a lateral force. The first drive member 31, the second drive member 32, the third drive member 41, and the fourth drive member 42 can be activated individually or all at once. By cooperating with the first driving component 31, the second driving component 32, the third driving component 41, and the fourth driving component 42, different vehicle body postures can be simulated, and a wide range of vehicle body postures can be simulated. Therefore, the technical solution of this embodiment effectively solves the problem of the limited number of vehicle body postures that can be simulated by rolling vibration test benches in related technologies.

[0032] Specifically, this embodiment achieves the application of vibration to the vehicle body 100 in the vertical and horizontal directions by setting a rotatable track wheel set 20, a vertical drive assembly 30, and a horizontal drive assembly 40 on the mounting frame 10. This structural design enables the test bench to more comprehensively simulate the dynamic environment of the vehicle in actual operation.

[0033] The coordinated operation of the first drive component 31 and the second drive component 32 generates vertical vibration of the vehicle, while the third drive component 41 and the fourth drive component 42 are responsible for applying lateral vibration. The combination of the two can simulate various motion modes of the vehicle body. This allows for precise control of the vibration state of the vehicle body 100, including but not limited to head-shaking posture, downward swaying posture, upward swaying posture, floating posture, and nodding posture.

[0034] In other embodiments, the vibration simulation problem of specific types of vehicles can be solved by adjusting the number and layout of the drive components or by using electric drive instead of hydraulic drive to meet the testing needs of different types of vehicles.

[0035] like Figure 1As shown, in this embodiment, the fourth drive member 42 is located directly above the third drive member 41. The relative position design of the fourth drive member 42 and the third drive member 41 ensures that they can be precisely synchronized when lateral vibration is applied, improving the accuracy of vibration simulation. Furthermore, this arrangement utilizes the advantages of spatial position, reducing vibration interference caused by drive member position deviations, and ensuring the stability of the vehicle body 100 during lateral vibration.

[0036] like Figure 1 As shown, in this embodiment, the track wheel assembly 20 includes a first track wheel assembly 21 and a second track wheel assembly 22, which are spaced apart along the length of the mounting frame 10. Multiple wheel assemblies 110 include a first wheel assembly 111 and a second wheel assembly 112. The first wheel assembly 111 drives the first track wheel assembly 21, and the second wheel assembly 112 drives the second track wheel assembly 22. The lateral drive assembly 40 further includes a fifth drive member 43 and a sixth drive member 44. The third drive member 41 drives the first track wheel assembly 21, the fourth drive member 42 drives the first wheel assembly 111, the fifth drive member 43 drives the second track wheel assembly 22, and the sixth drive member 44 drives the second wheel assembly 112. By adding the fifth drive member 43 and the sixth drive member 44, independent drive of the track wheel assembly 20 and the wheel assembly 110 is achieved, allowing the test bench to simulate the dynamic behavior of the vehicle on the track in greater detail. Specifically, by controlling the vibration signals of the first drive component 31, the second drive component 32, the third drive component 41, the fourth drive component 42, the fifth drive component 43, and the sixth drive component 44, various complex motion modes of the vehicle body 100 can be simulated, such as the swaying posture.

[0037] like Figure 1 As shown, in this embodiment, the vertical drive assembly 30 includes a seventh drive member 33 and an eighth drive member 34. The seventh drive member 33 is disposed between the mounting frame 10 and the vehicle body 100, and the eighth drive member 34 is disposed between the mounting frame 10 and the vehicle body 100. The seventh drive member 33 and the eighth drive member 34 are spaced apart along the length direction of the vehicle body 100. The seventh drive member 33 and the first drive member 31 are correspondingly disposed along the width direction of the vehicle body 100 and have a first gap. The second drive member 32 and the eighth drive member 34 are correspondingly disposed along the width direction of the vehicle body 100 and have a second gap. By adding the seventh drive member 33 and the eighth drive member 34 above the vehicle body 100, the ability to apply vertical vibration is further improved, enabling the test bench to more comprehensively simulate the dynamic changes of the vehicle in the vertical direction. Specifically, by controlling the vibration signals of the first drive member 31, the second drive member 32, the seventh drive member 33, and the eighth drive member 34, complex motion modes of the vehicle body 100, such as an upper-center swaying posture, can be realized.

[0038] The first drive component 31, the second drive component 32, the seventh drive component 33 and the eighth drive component 34 are connected to the side pillars of the vehicle body 100.

[0039] The lateral drive assembly 40 is directly connected to the main shaft of the track wheel set 20. The other end of the main shaft is connected to a gearbox via an axially movable drum-shaped gear coupling, and the gearbox is connected to a drive motor. A locking device is provided on the side where the main shaft of the track wheel set 20 is connected to the lateral drive assembly 40. When lateral vibration is not required, the main shaft can be locked to prevent axial movement of the main shaft and thus avoid affecting the test results.

[0040] like Figure 1 As shown, in this embodiment, the railway vehicle rolling vibration application device further includes a controller. The vertical drive component 30 and the lateral drive component 40 are configured to receive a sinusoidal signal or an anti-sinusoidal signal emitted by the controller, so that the vehicle body 100 has a vibration state. The vibration state includes at least one of the following: head-shaking posture, lower-center swaying posture, upper-center swaying posture, floating posture, and nodding posture. The controller can coordinate the vertical drive component 30 and the lateral drive component 40 to precisely control the vibration state of the vehicle body 100.

[0041] Specifically, the controller sends sinusoidal or anti-sinusoidal signals to control the vertical drive component 30 and the lateral drive component 40 to generate corresponding vibrations, simulating various vehicle body postures. This enables the test bench to have high flexibility, allowing for rapid switching of the vehicle body's vibration modes according to different testing requirements, greatly improving testing efficiency and data reliability.

[0042] like Figure 1 As shown, in this embodiment, when the fifth drive unit 43 and the sixth drive unit 44 receive a sine wave signal, and the third drive unit 41 and the fourth drive unit 42 receive an anti-sine wave signal, the vehicle body 100 is in a head-shaking posture. Through a specific signal input strategy, accurate simulation of the head-shaking posture of the vehicle body 100 is achieved. The difference between the sine wave signal and the anti-sine wave signal causes opposite lateral forces to be generated on both sides of the vehicle body 100, thereby inducing the head-shaking motion.

[0043] Specifically, the technology in this embodiment enables the lateral vibration of the vehicle body 100 to be more realistic when the test bench simulates a head-shaking posture, which helps to study the dynamic stability of the vehicle when driving on a curve.

[0044] In other embodiments, the stability testing problem of vehicles driving on small radius curves can be solved by adjusting the frequency and amplitude of the signal or by using more advanced signal processing technology to adapt to curve simulations with different radii of curvature.

[0045] like Figure 1As shown, in this embodiment, when the seventh drive unit 33 and the eighth drive unit 34 receive a sinusoidal signal, and the first drive unit 31, the second drive unit 32, the third drive unit 41, the fourth drive unit 42, the fifth drive unit 43, and the sixth drive unit 44 all receive an anti-sinusoidal signal, the vehicle body 100 is in a swaying posture. By comprehensively controlling the vertical drive component 30 and the lateral drive component 40, the swaying posture of the vehicle body 100 is simulated. The combination of the sinusoidal signal and the anti-sinusoidal signal causes the vehicle body 100 to vibrate in the vertical direction while generating an opposite force in the lateral direction, thereby inducing swaying motion.

[0046] Specifically, the technical solution of this embodiment enables the vibration of the vehicle body 100 to be more coordinated when the test bench simulates the swaying posture, which helps to conduct in-depth research on the vehicle's operational stability under complex road conditions.

[0047] In other embodiments, the problem of studying the dynamic characteristics of vehicles under harsh road conditions can be solved by optimizing the control strategy of the drive components or by adopting a more efficient energy supply system to meet the needs of long-term, high-intensity testing.

[0048] like Figure 1 As shown, in this embodiment, when the third drive unit 41, the fourth drive unit 42, the fifth drive unit 43, the sixth drive unit 44, the seventh drive unit 33, and the eighth drive unit 34 all receive a sine wave signal, and when the first drive unit 31 and the second drive unit 32 both receive an anti-sine wave signal, the vehicle body 100 is in an upward swaying posture. This embodiment simulates the upward swaying posture of the vehicle body 100 through precise signal control. Specifically, the difference between the sine wave signal and the anti-sine wave signal causes the vehicle body 100 to vibrate in the vertical direction while simultaneously generating a coordinated force in the lateral direction, thereby inducing the upward swaying motion.

[0049] The technical solution of this embodiment enables the test bench to more accurately simulate the vibration of the vehicle body 100 when simulating the swaying posture, which helps in studying the dynamic characteristics of the vehicle at high speeds. Figure 1 As shown, in this embodiment, when the first drive unit 31, the second drive unit 32, the seventh drive unit 33, and the eighth drive unit 34 all receive a sinusoidal signal, the vehicle body 100 is in a floating posture. By inputting signals to the first drive unit 31, the second drive unit 32, the seventh drive unit 33, and the eighth drive unit 34, the floating posture of the vehicle body 100 is simulated. The synchronous input of sinusoidal signals to the first drive unit 31, the second drive unit 32, the seventh drive unit 33, and the eighth drive unit 34 causes the vehicle body 100 to vibrate uniformly in the vertical direction, simulating floating motion.

[0050] Specifically, the technical solution of this embodiment enables the overall vibration of the vehicle body 100 to be more stable when the test bench simulates the floating posture, which helps to study the vehicle's operating characteristics on undulating roads.

[0051] like Figure 1 As shown, in this embodiment, when the first drive unit 31 and the seventh drive unit 33 both receive sinusoidal signals, and the second drive unit 32 and the eighth drive unit 34 both receive anti-sinusoidal signals, the vehicle body 100 is in a nodding posture. Through precise signal control, the nodding posture of the vehicle body 100 is simulated. The combination of the first drive unit 31 and the seventh drive unit 33 receiving sinusoidal signals, and the second drive unit 32 and the eighth drive unit 34 receiving anti-sinusoidal signals, causes the vehicle body 100 to vibrate back and forth in the vertical direction, simulating the nodding motion.

[0052] like Figure 1 As shown, in this embodiment, the first driving member 31 has a retracted position, an extended position, and an initial position between the retracted and extended positions. When the first driving member 31 receives a sinusoidal signal, it switches between the initial and extended positions. When an anti-sinusoidal signal is applied, it switches between the initial and retracted positions. By precisely controlling the position change of the first driving member 31, the accurate application of vertical vibration is ensured. Specifically, the alternating input of sinusoidal and anti-sinusoidal signals allows the first driving member 31 to quickly switch between the retracted and extended positions, generating a continuous vibration effect. This enables the first driving member 31 to move more precisely when the test bench simulates various postures, helping to improve the accuracy and reliability of the test.

[0053] It should be noted that when the first driving member 31 receives a sine signal, the time required for the first driving member to move from the initial position to the extended position is A1, and the time required for the first driving member to move from the extended position to the initial position is A2, where 0.6≤A1 / A2≤0.85.

[0054] When the first driving unit 31 receives the inverted sine wave signal, the time required for the first driving unit to move from the initial position to the retracted position is A3, and the time required for the first driving unit to move from the retracted position to the initial position is A4, where 0.55≤A3 / A4≤0.8.

[0055] When the second driving unit 32, the third driving unit 41, the fourth driving unit 42, the fifth driving unit 43, the sixth driving unit 44, the seventh driving unit 33, and the eighth driving unit 34 receive a sine wave signal or an inverted sine wave signal, they are the same as the first driving unit 31.

[0056] It should also be noted that, taking the head-shaking posture of the vehicle body 100 as an example, the sinusoidal signals received by the fifth drive component 43 and the sixth drive component 44 are multiple consecutive sinusoidal signals. From the first sinusoidal signal to the last sinusoidal signal, the time period required for each sinusoidal signal first increases and then decreases. At the same time, the extension length of the fifth drive component 43 and the sixth drive component 44 first increases and then decreases.

[0057] The anti-phase sinusoidal signals received by the third drive unit 41 and the fourth drive unit 42 are multiple consecutive anti-phase sinusoidal signals. From the first anti-phase sinusoidal signal to the last anti-phase sinusoidal signal, the time period required for each anti-phase sinusoidal signal first decreases and then increases. At the same time, the extension length of the third drive unit 41 and the fourth drive unit 42 first decreases and then increases.

[0058] Other postures of the vehicle body 100 are the same as the sine and anti-sine signals received by the aforementioned head-shaking posture.

[0059] Specifically, the rolling vibration application device for railway vehicles also includes an oil supply system and a control and acquisition system.

[0060] The oil supply system mainly consists of a hydraulic pump station and a distributor. The hydraulic pump station provides high-pressure hydraulic oil, which is distributed to the vertical drive assembly 30 and the lateral drive assembly 40 via the distributor. The control and acquisition system includes a hydraulic control system and a data acquisition system. The hydraulic control system uses a standard track spectrum, an actual track measurement spectrum, or a custom motion spectrum as excitation signal input. It drives the vertical drive assembly 30 and the lateral drive assembly 40 according to a preset vibration spectrum to generate vibration signals. It can achieve two modes: load control and displacement control (implemented by the vertical drive assembly 30 and the lateral drive assembly 40 respectively), and can switch smoothly. The data acquisition system monitors the vibration response of the car body 100 and the track wheel set 20, as well as the output force and displacement of the vertical drive assembly 30 and the lateral drive assembly 40, in real time, providing real-time feedback to the hydraulic control system and saving the test data. The vertical drive assembly 30 and the lateral drive assembly 40 act on the car body 100 or the bogie, applying vibration to the target according to the output signal of the hydraulic control system.

[0061] The working principle of the vibration application device is as follows: The hydraulic pump station outputs high-pressure hydraulic oil, which is distributed to the vertical drive assembly 30 and the lateral drive assembly 40 through the oil distributor. The hydraulic control system generates control signals according to the control spectrum input by the user, and controls the vertical drive assembly 30 and the lateral drive assembly 40 to move. The vertical drive assembly 30 and the lateral drive assembly 40 are directly connected to the car body 100 and the bogie. Vibration is applied to the car body 100 and the bogie according to the input signal. The sensors on the car body 100 and the bogie collect vibration, displacement and other data, and transmit them to the data acquisition system. The data acquisition system transmits some of the data as feedback signals to the hydraulic control system for closed-loop control. After the test, the collected data selected by the user is used as the test data storage.

[0062] like Figure 1 As shown, the working process of the technical solution in this embodiment is as follows: First, the wheel assembly 110 is fixed in an appropriate position by the mounting bracket 10. Then, according to the vehicle body posture to be simulated, the controller sends specific sine or anti-sine signals to the vertical drive assembly 30 and the lateral drive assembly 40. When simulating a head-shaking posture, the fifth drive member 43 and the sixth drive member 44 receive sine signals, while the third drive member 41 and the fourth drive member 42 receive anti-sine signals, thus causing the vehicle body 100 to produce a head-shaking motion. When simulating a lower-center swaying posture, the seventh drive member 33 and the eighth drive member 34 receive sine signals, while the remaining drive members receive anti-sine signals, thereby inducing the lower-center swaying motion of the vehicle body 100. When simulating an upper-center swaying posture, the third drive member 41, the fourth drive member 42, the fifth drive member 43, the sixth drive member 44, the seventh drive member 33, and the eighth drive member 34 all receive sine signals, while the first drive member 31 and the second drive member 32 receive anti-sine signals, thus realizing the upper-center swaying motion of the vehicle body 100. When simulating a floating posture, the first drive component 31, the second drive component 32, the seventh drive component 33, and the eighth drive component 34 all receive sinusoidal signals, causing the car body 100 to experience overall up-and-down vibration. Finally, when simulating a nodding posture, the first drive component 31 and the seventh drive component 33 receive sinusoidal signals, while the second drive component 32 and the eighth drive component 34 receive anti-phase sinusoidal signals, causing the car body 100 to nod. Throughout the entire operation, the controller plays a crucial coordinating role, ensuring that the vibration signals from all drive components are accurately applied to the car body 100, thereby simulating the required dynamic behavior. Furthermore, the position control of the first drive component 31 is also critical, ensuring the accuracy of vertical vibration. Whether receiving sinusoidal or anti-phase sinusoidal signals, it can quickly and accurately switch between the retracted position, the extended position, and the initial position, guaranteeing the continuity and stability of the vibration. Through this precise signal control and position adjustment, the railway vehicle rolling vibration application device of this embodiment can efficiently and accurately simulate various car body postures.

[0063] According to another aspect of this application, a control method for a railway vehicle rolling vibration application device is provided. The control method is used to control the aforementioned railway vehicle rolling vibration application device, such as... Figure 2 As shown, the control methods include:

[0064] Step S10: Obtain the vibration state to be simulated;

[0065] Step S20: Based on the vibration state to be simulated, transmit control signals to the vertical drive assembly 30 and the horizontal drive assembly 40;

[0066] The vibration state includes at least one of the following: head-shaking posture, lower-center swaying posture, upper-center swaying posture, floating posture, and nodding posture.

[0067] Through the above steps, the attitude to be simulated is first determined. Then, the controller transmits control signals to the vertical drive component 30 and the lateral drive component 40 according to the attitude to be simulated, so that the vertical drive component 30 and the lateral drive component 40 apply force to the vehicle body 100, thereby realizing the attitude simulation.

[0068] In the description of this invention, it should be understood that "a plurality of" means two or more. Directional terms such as "front, back, up, down, left, right," "horizontal, vertical, horizontal," and "top, bottom" indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are used solely for the convenience of describing the invention and simplifying the description. Unless otherwise stated, these directional terms 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, and therefore should not be construed as limiting the scope of protection of this invention. The directional terms "inner" and "outer" refer to the inner or outer contours relative to the outline of each component itself.

[0069] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0070] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0071] The above description is merely a preferred embodiment of the present invention and is not intended to limit the 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. A railway vehicle rolling vibration imparting device characterized by comprising: Comprising: a mounting frame (10); a plurality of track wheel sets (20) rotatably arranged on the mounting frame (10), the plurality of track wheel sets (20) being configured to support a plurality of wheel sets (110) of a vehicle body (100); a vertical driving assembly (30) arranged on the mounting frame (10) and above the plurality of track wheel sets (20), the vertical driving assembly (30) comprising a first driving member (31) and a second driving member (32), the first driving member (31) and the second driving member (32) being arranged along a length direction of the mounting frame (10), the first driving member (31) and the second driving member (32) being configured to apply a vertical force to the vehicle body (100); a lateral driving assembly (40) comprising a third driving member (41) and a fourth driving member (42), the third driving member (41) being in driving cooperation with one of the track wheel sets (20) to drive the track wheel set (20) to move along a width direction of the mounting frame (10), the fourth driving member (42) being in driving cooperation with one of the wheel sets (110) to drive the wheel set (110) to move along a width direction of the vehicle body (100).

2. The rolling vibration imparting device for a railway vehicle according to claim 1, characterized by The fourth driving member (42) is directly above the third driving member (41).

3. The rolling vibration imparting device for a railway vehicle according to claim 1, characterized by The track wheel sets (20) comprise a first track wheel set (21) and a second track wheel set (22), the first track wheel set (21) and the second track wheel set (22) being arranged along a length direction of the mounting frame (10), the plurality of wheel sets (110) comprising a first wheel set (111) and a second wheel set (112), the first wheel set (111) being in driving cooperation with the first track wheel set (21), the second wheel set (112) being in driving cooperation with the second track wheel set (22), the lateral driving assembly (40) further comprising a fifth driving member (43) and a sixth driving member (44), the third driving member (41) being in driving cooperation with the first track wheel set (21), the fourth driving member (42) being in driving cooperation with the first wheel set (111), the fifth driving member (43) being in driving cooperation with the second track wheel set (22), and the sixth driving member (44) being in driving cooperation with the second wheel set (112).

4. The rolling vibration imparting device for a railway vehicle according to claim 3, characterized by The vertical driving assembly (30) comprises a seventh driving member (33) and an eighth driving member (34), the seventh driving member (33) is arranged between the mounting frame (10) and the vehicle body (100), the eighth driving member (34) is arranged between the mounting frame (10) and the vehicle body (100), the seventh driving member (33) and the eighth driving member (34) are arranged in a length direction of the vehicle body (100) and are spaced apart, the seventh driving member (33) and the first driving member (31) are arranged in a width direction of the vehicle body (100) and have a first interval, and the second driving member (32) and the eighth driving member (34) are arranged in the width direction of the vehicle body (100) and have a second interval.

5. The rolling vibration imparting device for a railway vehicle according to claim 4, characterized by The railway vehicle rolling vibration applying device further comprises a controller, and the vertical driving assembly (30) and the transverse driving assembly (40) are configured to receive a sine signal or an inverted sine signal sent by the controller, so that the vehicle body (100) has a vibration state, and the vibration state comprises at least one of a head shaking posture, a heart shaking posture, an upper heart shaking posture, a sinking and floating posture, and a nodding posture.

6. The rolling vibration imparting device for a railway vehicle according to claim 5, characterized by When the fifth driving member (43) and the sixth driving member (44) receive the sine signal, and the third driving member (41) and the fourth driving member (42) receive the inverted sine signal, the vehicle body (100) is in the head shaking posture.

7. The rolling vibration imparting device for a railway vehicle according to claim 5, characterized by When the seventh driving member (33) and the eighth driving member (34) receive the sine signal, and the first driving member (31), the second driving member (32), the third driving member (41), the fourth driving member (42), the fifth driving member (43), and the sixth driving member (44) all receive the inverted sine signal, the vehicle body (100) is in the heart shaking posture.

8. The rolling vibration imparting device for a railway vehicle according to claim 5, characterized by When the third driving member (41), the fourth driving member (42), the fifth driving member (43), the sixth driving member (44), the seventh driving member (33), and the eighth driving member (34) all receive the sine signal, and the first driving member (31) and the second driving member (32) all receive the inverted sine signal, the vehicle body (100) is in the upper heart shaking posture.

9. The rolling vibration imparting device for a railway vehicle according to claim 5, characterized by When the first driving member (31), the second driving member (32), the seventh driving member (33), and the eighth driving member (34) all receive the sine signal, the vehicle body (100) is in the sinking and floating posture.

10. The rolling vibration imparting device for a railway vehicle according to claim 5, characterized by When the first driving member (31) and the seventh driving member (33) all receive the sine signal, and the second driving member (32) and the eighth driving member (34) all receive the inverted sine signal, the vehicle body (100) is in the nodding posture.

11. The rolling vibration imparting device for a railway vehicle according to claim 5, characterized by The first driving member (31) has a retracted position, an extended position and an initial position between the retracted position and the extended position, when the first driving member (31) receives a sine signal, the first driving member (31) switches between the initial position and the extended position, when the first driving member (31) applies an inverted sine signal, the first driving member (31) switches between the initial position and the retracted position.

12. A control method of a railway vehicle rolling vibration imparting device characterized by comprising: The control method is used for controlling the railway vehicle rolling vibration applying device of any one of claims 5 to 10, and the control method comprises: obtaining a required simulated vibration state; transmitting a control signal to the vertical driving assembly (30) and the transverse driving assembly (40) according to the required simulated vibration state; wherein the vibration state comprises at least one of a head shaking posture, a lower heart swing posture, an upper heart swing posture, a sinking and floating posture and a nodding posture.

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