Railway vehicle active vibration reduction system and control method

Abstract

The invention discloses a railway vehicle active vibration reduction system and a control method, and relates to the field of railway vehicle vibration reduction devices, the railway vehicle active vibration reduction system comprises a pressure cylinder assembly, an oil way valve mechanism and a detection assembly, the pressure cylinder assembly is connected between a vehicle body and a bogie, and the pressure cylinder assembly comprises an oil storage cylinder, a cylinder body and a piston rod, a piston block is fixed to the end of the piston rod and divides an inner cavity of the cylinder body into a rod cavity and a rodless cavity, the cylinder body is fixedly connected with the oil storage cylinder, the rod cavity and the rodless cavity are selectively communicated, and the rodless cavity and the oil storage cylinder are selectively communicated. The oil way valve assembly is used for controlling the unblocking and blocking of an oil way among the rod cavity, the rodless cavity and the oil storage cylinder and the direction allowing oil to flow, and the detection assembly is used for detecting the relative movement state between the piston rod and the oil storage cylinder and the pressure state in the oil way valve mechanism. Therefore, the state of the pressure cylinder is actively adjusted according to the vibration condition of vehicle operation.

Description

Technical Field

[0001] This application relates to the technical field of vibration reduction devices for rail vehicles, and more specifically, to an active vibration reduction system and control method for rail vehicles. Background Technology

[0002] Passive suspension in rail vehicles refers to a system that relies on mechanical components such as springs, shock absorbers (dampers), and rubber elements to buffer the impact and vibration between the wheel and rail, and to transfer the weight of the car body to the wheelsets. It is a type of suspension system that lacks active adjustment capabilities and has fixed structural parameters. It is the traditional and most widely used suspension type, extensively used in railway locomotives, passenger cars, freight cars, and urban rail transit vehicles.

[0003] Currently, all rail transit vehicles operating in my country (metro, high-speed trains, intercity trains, etc.) adopt passive suspension systems. The passive suspension mechanism is located between the car body and the bogie, and its suspension parameters are not adjustable, making it impossible to match suspension parameters in real time according to the vehicle's vibration status. Passive suspension only optimizes parameters for the track conditions of a single line. Due to changes in wheel-rail parameters during cross-line operation or long-term operation, the vehicle will experience decreased stability or even abnormal vibration problems.

[0004] In conclusion, designing an active vibration damping system is absolutely necessary to improve passenger comfort and operational stability. Summary of the Invention

[0005] In view of this, the purpose of this application is to provide an active vibration reduction system and control method for rail vehicles, which can effectively adjust the suspension parameters of rail vehicles and improve the stability of vehicle operation.

[0006] To achieve the above objectives, this application provides the following technical solution:

[0007] An active vibration reduction system for rail vehicles includes a pressure cylinder assembly, an oil circuit valve mechanism, and a detection assembly. The pressure cylinder assembly is connected between the car body and the bogie. The pressure cylinder assembly includes an oil reservoir, a cylinder body slidably disposed from each other, and a piston rod. A piston block is fixed to the end of the piston rod. The piston block divides the inner cavity of the cylinder body into a rod chamber and a rodless chamber. The cylinder body and the oil reservoir are fixedly connected. The rod chamber and the rodless chamber, as well as the rodless chamber and the oil reservoir, are selectively connected. The oil circuit valve assembly is used to control the opening and closing of the oil circuit between the rod chamber, the rodless chamber, and the oil reservoir, and to control the direction of oil flow. The detection assembly is used to detect the relative movement state between the piston rod and the oil reservoir, as well as the pressure state within the oil circuit valve mechanism.

[0008] Preferably, the oil circuit valve mechanism includes a first switching valve and a first oil circuit, one end of the first oil circuit is connected to the end of the rod chamber away from the piston block, and the other end is connected to the end of the rodless chamber away from the piston block, and the first switching valve is located on the first oil circuit.

[0009] Preferably, the oil circuit valve mechanism further includes a second switching valve and a second oil circuit, one end of the second oil circuit is connected to the end of the rodless chamber away from the piston block, and the other end is connected to the oil reservoir, and the end of the first oil circuit away from the rod chamber is located on the second oil circuit and between the rodless chamber and the second switching valve.

[0010] Preferably, the piston block is provided with a first check valve for allowing oil to flow from the rodless chamber to the rod chamber, the oil reservoir is located outside the cylinder body, and the cylinder body is provided with a second check valve for allowing oil to flow from the oil reservoir to the rodless chamber.

[0011] Preferably, the oil circuit valve mechanism further includes a first pressure relief oil circuit, a solenoid valve, and a reverse proportional relief valve. One end of the first pressure relief oil circuit is connected to a first oil circuit between the rod chamber and the first switching valve, and the other end is connected to a second oil circuit between the second switching valve and the oil reservoir. The solenoid valve and the reverse proportional relief valve are located on the first pressure relief oil circuit, and the overflow outlet of the reverse proportional relief valve is connected to the oil reservoir.

[0012] Preferably, the solenoid valve is a two-position three-way valve, and a damping regulating valve is also provided on the first pressure relief oil circuit. The two-position three-way valve allows the first oil circuit to selectively connect with the damping regulating valve or the inverse proportional relief valve.

[0013] Preferably, the oil circuit valve mechanism further includes a second pressure relief oil circuit, which is connected in parallel with the first pressure relief oil circuit. The second pressure relief oil circuit is provided with a safety relief valve and a throttle orifice, which are connected in parallel with each other.

[0014] Preferably, the detection component includes a displacement sensor and a pressure sensor. The displacement sensor is located on the piston rod and is used to detect the movement state of the piston rod relative to the cylinder. The pressure sensor is used to detect the hydraulic pressure in the first oil circuit between the rod chamber and the first switching valve.

[0015] An active vibration reduction control method for rail vehicles, applied to the aforementioned active vibration reduction system for rail vehicles, includes:

[0016] The vehicle system controller processes and analyzes the signals collected by the detection components, including vehicle body acceleration, bogie acceleration, and pressure of the hydraulic valve mechanism;

[0017] If the signal analysis result triggers a fault command, the active vibration reduction system of the rail vehicle enters a passive safety mode: the first switching valve and the second switching valve are de-energized and closed, and the solenoid valve connects the damping regulating valve and the first oil circuit.

[0018] If the signal analysis results do not trigger a fault command, the active vibration reduction system of the rail vehicle enters the damping force control mode.

[0019] Preferably, the damping force control mode includes an instantaneous unloading mode and a continuous damping control mode. In the instantaneous unloading mode, both the first and second switching valves are open. In the continuous damping control mode, the solenoid valve connects the inverse proportional relief valve and the first oil circuit. When the pressure value detected by the pressure sensor changes significantly, the overflow pressure of the inverse proportional relief valve also increases.

[0020] The active vibration reduction system and control method for rail vehicles provided in this application consist of a hydraulic vibration damping structure formed by the cylinder body and piston rod of the pressure cylinder assembly, which dampens the vibration of the car body and bogie connected to its two ends. The detection assembly determines the vibration between the car body and the bogie based on the relative movement state of the piston rod and the cylinder body and the pressure state in the oil circuit valve mechanism. Then, the oil circuit valve mechanism controls and adjusts the oil circuit between the rod chamber, the rodless chamber, and the oil reservoir, so that the vibration resistance performance or mechanism of the pressure cylinder assembly is adaptively adjusted according to the vibration of the vehicle operation, thereby improving passenger comfort and vehicle running stability. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0022] Figure 1 This is a structural schematic diagram illustrating the active vibration reduction system for rail vehicles in the embodiments of this application;

[0023] Figure 2 This is a schematic diagram illustrating the layout of the active vibration reduction system for a single-car rail vehicle in an embodiment of this application.

[0024] Figure 3 This is a flowchart illustrating the active vibration reduction control method for rail vehicles in the embodiments of this application;

[0025] Figure 4 This is a structural schematic diagram illustrating the active vibration reduction system of a rail vehicle under passive safety mode in the embodiments of this application;

[0026] Figure 5 This is a structural schematic diagram illustrating the active vibration reduction system for rail vehicles when X1>0 in the embodiments of this application;

[0027] Figure 6 This is a schematic diagram illustrating the active vibration reduction system for rail vehicles when X1 < 0, as shown in the embodiments of this application.

[0028] Figures 1-6 In the accompanying drawings, the reference numerals include:

[0029] 1. Cylinder block; 11. Piston rod; 12. Oil reservoir; 2. Oil circuit valve mechanism; 21. First switching valve; 22. Second switching valve; 23. First check valve; 24. Second check valve; 25. Solenoid valve; 26. Inverse proportional relief valve; 27. Damping regulating valve; 28. Safety relief valve; 29. ​​Throttle orifice; 3. Displacement sensor; 31. Pressure sensor; 4. Car body; 41. Bogie. Detailed Implementation

[0030] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0031] Unless otherwise defined, the technical or scientific terms used in this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar words used in this application do not indicate any order, quantity, or importance. Terms such as "connection" or "linked" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly. This application discloses an active vibration reduction system and control method for rail vehicles.

[0032] The core of this application is to provide an active vibration reduction system and control method for rail vehicles.

[0033] Please refer to Figure 1 and Figure 2 .

[0034] The active vibration reduction system for rail vehicles provided in this application includes a pressure cylinder assembly, an oil circuit valve mechanism 2, and a detection assembly. The pressure cylinder assembly includes an oil reservoir 12, a cylinder body 1, and a piston rod 11 that slide against each other. A piston block is fixed to the end of the piston rod 11, and the piston block slides against the inner wall of the cylinder body 1, dividing the inner cavity of the cylinder body 1 into a rod-side cavity and a rodless cavity. The cylinder body 1 and the oil reservoir 12 are fixedly connected, and the cylinder body 1 is used to store pressurized oil.

[0035] The pressure cylinder assembly is connected between the car body 4 and the bogie 41. In this embodiment, the end of the piston rod 11 away from the piston block is hinged to the car body 4, and the cylinder body 1 and the oil reservoir 12 are hinged to the bogie 41.

[0036] The rod chamber and rodless chamber, as well as the rodless chamber and reservoir 12, are selectively connected via the oil circuit valve mechanism 2. This oil circuit valve assembly controls the flow of oil between the rod chamber, rodless chamber, and reservoir 12, and the direction of oil flow. The detection assembly detects the relative movement between the piston rod 11 and reservoir 12, including displacement direction, velocity, and acceleration, as well as the pressure within the oil circuit valve mechanism 2.

[0037] The detection component determines the vibration between the car body 4 and the bogie 41 based on the detected data. Then, the oil circuit valve mechanism 2 controls and adjusts the oil circuit between the rod chamber, the rodless chamber, and the oil reservoir 12, so that the anti-vibration performance or mechanism of the pressure cylinder assembly is adaptively adjusted according to the vibration of the vehicle operation, thereby improving passenger comfort and vehicle operation stability.

[0038] The active vibration reduction system and control method for rail vehicles provided in this application will be described in more detail below with reference to the accompanying drawings and specific embodiments.

[0039] In one specific implementation, reference is made to... Figure 1 .

[0040] Specifically, the oil circuit valve mechanism 2 includes a first switching valve 21 and a first oil circuit. One end of the first oil circuit is connected to the end of the rod chamber away from the piston block, and the other end is connected to the end of the rodless chamber away from the piston block. The first switching valve 21 is located on the first oil circuit and is a fast-acting electric control valve.

[0041] When the first switching valve 21 is open, the oil in the rod chamber can flow into the rodless chamber through the first oil passage with only a small pressure loss. However, when the first switching valve 21 is closed, the oil in the rod chamber cannot easily flow into the rod chamber, and the piston rod 11 will encounter greater resistance when it extends relative to the cylinder 1.

[0042] Based on the above embodiments, refer to Figure 1 .

[0043] Specifically, the oil circuit valve mechanism 2 also includes a second switching valve 22 and a second oil circuit. One end of the second oil circuit is connected to the end of the rodless chamber away from the piston block, and the other end is connected to the oil reservoir 12. The end of the first oil circuit away from the rod chamber is located on the second oil circuit and between the rodless chamber and the second switching valve 22. The second switching valve 22 is also a fast-acting electric control valve.

[0044] When the second switching valve 22 is open, the oil in the rodless chamber can enter the oil reservoir 12 through the second oil passage with only a small pressure loss. However, when the second switching valve 22 is closed, the oil in the rodless chamber cannot easily flow to the oil reservoir 12, and the piston rod 11 will encounter greater resistance when it contracts and moves relative to the cylinder 1.

[0045] Based on the above embodiments, refer to Figure 1 .

[0046] Specifically, the piston block is provided with a first check valve 23 for allowing oil to flow from the rodless chamber to the rod chamber; when the first switching valve 21 is closed, the first check valve 23 allows the oil in the rodless chamber and the rod chamber to be connected in one direction.

[0047] The oil reservoir 12 is located on the outside of the cylinder body 1. The cylinder body 1 is provided with a second check valve 24 for allowing oil to flow from the oil reservoir 12 to the rodless chamber. The second check valve 24 is located at the end of the rodless chamber away from the piston block. When the second switching valve 22 is closed, the second check valve 24 allows the oil in the rodless chamber and the oil reservoir 12 to flow in one direction.

[0048] Based on the above embodiments, refer to Figure 1 .

[0049] Specifically, the oil circuit valve mechanism 2 also includes a first pressure relief oil circuit, a solenoid valve 25, and a reverse proportional relief valve 26. One end of the first pressure relief oil circuit is connected to the first oil circuit between the rod chamber and the first switching valve 21, and the other end is connected to the second oil circuit between the second switching valve 22 and the oil reservoir 12. The solenoid valve 25 and the reverse proportional relief valve 26 are located on the first pressure relief oil circuit, and the overflow outlet of the reverse proportional relief valve 26 is connected to the oil reservoir 12.

[0050] The overflow pressure of the inverse proportional relief valve 26 can be adjusted as needed. When the solenoid valve 25 connects the first oil circuit and the inverse proportional relief valve 26 and the first switching valve 21 is closed, the overflow pressure of the oil circuit between the first switching valve 21 and the rod chamber is adjustable, that is, the resistance to the movement of the piston rod 11 is adjustable.

[0051] Based on the above embodiments, refer to Figure 1 .

[0052] Specifically, the solenoid valve 25 is a two-position three-way valve, and a damping regulating valve 27 is also provided on the first pressure relief oil circuit. The two-position three-way valve allows the first oil circuit to be selectively connected to the damping regulating valve 27 or the inverse proportional relief valve 26.

[0053] The damping of the damping regulating valve 27 is a constant value. When the solenoid valve 25 connects the first oil circuit and the damping regulating valve 27 and the first switching valve 21 is closed, the oil in the rod chamber flows into the oil reservoir 12 after the pressure drop occurs through the damping regulating valve 27. During this process, the resistance experienced by the piston rod 11 is constant.

[0054] Based on the above embodiments, refer to Figure 1 .

[0055] Specifically, the oil circuit valve mechanism 2 also includes a second pressure relief oil circuit, which is connected in parallel with the first pressure relief oil circuit. The second pressure relief oil circuit is equipped with a safety relief valve 28 and a throttle orifice 29, which are connected in parallel. The overflow outlet of the safety relief valve 28 is connected to the oil reservoir 12.

[0056] The second pressure relief oil circuit is an oil circuit pressure protection structure. The throttle orifice 29 and the damping regulating valve 27 have similar functions, establishing a pressure difference at their respective oil circuit locations. The overflow pressure of the safety flow valve is a fixed value. When the pressure in the oil circuit exceeds the overflow pressure, the safety overflow valve 28 opens, allowing the oil in the oil circuit to flow into the oil storage cylinder 12.

[0057] Based on the above embodiments, refer to Figure 1 .

[0058] Specifically, the detection assembly includes a displacement sensor 3 and a pressure sensor 31. The displacement sensor 3 is located on the piston rod 11, and a central shaft is coaxially fixed inside the cylinder 1. The piston rod 11 is a hollow rod, through which the central shaft passes coaxially. The displacement sensor 3 is located inside the piston rod 11, and its detection contact contacts the side wall of the central shaft, thereby detecting the relative movement state of the piston rod 11 and the cylinder 1, including the direction of movement, speed of movement, acceleration, etc.

[0059] Pressure sensor 31 is connected to the first oil circuit and is used to detect the hydraulic pressure in the first oil circuit between the rod chamber and the first switching valve 21. The hydraulic pressure change here can indirectly indicate the relative movement speed of the piston rod 11, that is, the relative vibration between the car body 4 and the bogie 41.

[0060] Based on the above embodiments, refer to Figure 2 .

[0061] Specifically, the detection component also includes four accelerometers (POS). In practice, each car's two bogies 41 are equipped with the aforementioned active vibration damping system for rail vehicles, with the two active vibration damping systems located on the left and right sides of the center of the car body 4, respectively. Each accelerometer is located at the connection point between the car body 4 or bogie 41 and the pressure cylinder assembly. Each car is equipped with a separate ECU controller, and the ECU controllers communicate with each other within the train, and the ECU controllers also exchange information with the vehicle network.

[0062] like Figure 3-6 As shown, the active vibration reduction control method for rail vehicles provided in this application is applied to the aforementioned active vibration reduction system for rail vehicles, and includes:

[0063] S1: The vehicle system controller processes and analyzes the signals collected by the detection components. The collected signals include the acceleration of the vehicle body 4, the acceleration of the bogie 41, and the pressure of the oil circuit valve mechanism 2.

[0064] The ECU controller has signal acquisition and analysis processing functions. After acquiring the acceleration of bogie 41, the acceleration of car body 4, the pressure signal, and the displacement signal, the ECU controller performs A / D conversion processing, and then performs filtering processing on all signals respectively. After filtering, the acceleration signals of bogie 41 and car body 4 are integrated. Based on the control strategy and fail-safe guidance logic, the integrated speed signal, displacement signal, and pressure signal are comprehensively analyzed and calculated.

[0065] S2: If the signal analysis result triggers a fault command, the active vibration reduction system of the rail vehicle enters the passive safety mode: the ECU controller automatically cuts off power and transmits the command status to the vehicle network for fault status display.

[0066] In passive safety mode, the first switching valve 21 and the second switching valve 22 are de-energized and closed, preventing oil from flowing into the rodless chamber or the reservoir from these channels. The solenoid valve 25 is also de-energized, connecting the damping regulating valve 27 to the first oil circuit. Oil flows into the reservoir after being throttled by the damping regulating valve 27. If the piston speed is too high, causing the internal oil pressure to exceed the opening pressure of the safety relief valve 28, the safety relief valve 28 opens, and oil flows into the reservoir through the safety relief valve 28, the throttle orifice 29, and the damping regulating valve 27. In this mode, the active suspension damper functions as a passive damper.

[0067] S3: If the signal analysis results do not trigger a fault command, the active vibration reduction system of the rail vehicle will enter the damping force control mode.

[0068] Damping force control modes include instantaneous unloading mode and continuous damping control mode;

[0069] In the instantaneous unloading mode, both the first switching valve 21 and the second switching valve 22 are open, and the rod chamber and the rodless chamber, as well as the rodless chamber and the oil reservoir 12, are in a bidirectional communication state. Except for the first and second oil circuits, there is no oil flow in the other branches, which is in a "short-circuited" state. In this state, the sliding resistance between the piston rod 11 and the cylinder 1 is small, and the shock absorption effect is weak.

[0070] In the continuous damping control mode, solenoid valve 25 connects the inverse proportional relief valve 26 to the first oil circuit. When the pressure value detected by pressure sensor 31 changes significantly, the output current of the ECU controller to the inverse proportional relief valve 26 decreases, and the overflow pressure of the inverse proportional relief valve 26 increases. The oil inside the shock absorber flows into the oil reservoir after being throttled through the safety relief valve 28 branch, the throttle orifice 29 branch, and the damping adjustment valve 27 branch of the inverse proportional relief valve 26. At this time, only the control input electrical signal of the inverse proportional relief valve 26 needs to be changed to achieve effective control of the damping force of the pressure cylinder assembly.

[0071] In a specific implementation, to simplify the detection and control logic and improve the accuracy of the detection results, the first switching valve 21 and the second switching valve 22 can be controlled solely based on the vibration of the vehicle body 4: taking the direction in which the vehicle body 4 compresses the pressure cylinder assembly as the positive direction, if the vibration velocity X1 of the vehicle body 4 is greater than 0 or the vibration acceleration is greater than 0, the first switching valve 21 is energized, and the rod chamber and the rodless chamber are bidirectionally connected; the second switching valve 22 is de-energized, and the oil reservoir 12 and the rodless chamber are only unidirectionally connected through the second one-way valve 24; the branch connecting the first oil circuit to the inverse proportional relief valve 26 is opened. At this time, the controller only needs to calculate and output the control command of the inverse proportional relief valve 26 based on the vibration state of the vehicle to achieve the purpose of changing the damping force.

[0072] If the vibration velocity X1 of the vehicle body 4 is less than 0 or the vibration acceleration is less than 0, the first switch valve 21 is not energized, and the rod chamber and the rodless chamber are only connected in one direction through the first one-way valve 23; the second switch valve 22 is energized, and the oil reservoir 12 is connected in two directions to the rodless chamber.

[0073] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0074] The above provides a detailed description of an active vibration reduction system and control method for rail vehicles provided in this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are merely for the purpose of helping to understand the method and core ideas of this application. It should be noted that those skilled in the art can make various improvements and modifications to this application without departing from its principles, and these improvements and modifications also fall within the protection scope of this application.

Claims

1. An active damping system for a rail vehicle, characterized in that The application relates to a pressure cylinder assembly, an oil path valve mechanism (2) and a detection assembly, wherein the pressure cylinder assembly is connected between a vehicle body (4) and a bogie (41), the pressure cylinder assembly comprises an oil storage cylinder (12), a cylinder body (1) and a piston rod (11) which are arranged to slide relative to each other, the end of the piston rod (11) is fixed with a piston block, the piston block divides the inner cavity of the cylinder body (1) into a rod cavity and a rodless cavity, the cylinder body (1) and the oil storage cylinder (12) are fixedly connected, the rod cavity and the rodless cavity are selectively communicated, the rodless cavity and the oil storage cylinder (12) are selectively communicated, the oil path valve assembly is used for controlling the opening and closing of the oil path among the rod cavity, the rodless cavity and the oil storage cylinder (12) and the direction of oil flow, and the detection assembly is used for detecting the relative movement state between the piston rod (11) and the oil storage cylinder (12) and the pressure state in the oil path valve mechanism (2).

2. An active rail vehicle damping system according to claim 1, characterized in that The oil path valve mechanism (2) comprises a first switch valve (21) and a first oil path, one end of the first oil path is connected to the end of the rod cavity away from the piston block, the other end is communicated to the end of the rodless cavity away from the piston block, and the first switch valve (21) is located on the first oil path.

3. An active rail vehicle damping system according to claim 2, characterized in that The oil path valve mechanism (2) further comprises a second switch valve (22) and a second oil path, one end of the second oil path is connected to the end of the rodless cavity away from the piston block, the other end is connected to the oil storage cylinder (12), and the end of the first oil path away from the rod cavity is located on the second oil path and between the rodless cavity and the second switch valve (22).

4. The active rail vehicle damping system of claim 3, wherein, A first one-way valve (23) for allowing oil to flow from the rodless cavity to the rod cavity is arranged on the piston block, the oil storage cylinder (12) is located outside the cylinder body (1), and a second one-way valve (24) for allowing oil to flow from the oil storage cylinder (12) to the rodless cavity is arranged on the cylinder body (1).

5. An active rail vehicle damping system according to claim 4, characterized in that The oil path valve mechanism (2) further comprises a first pressure relief oil path, an electromagnetic valve (25) and a reverse proportional overflow valve (26), one end of the first pressure relief oil path is connected to the first oil path between the rod cavity and the first switch valve (21), the other end is connected to the second oil path between the second switch valve (22) and the oil storage cylinder (12), the electromagnetic valve (25) and the reverse proportional overflow valve (26) are located on the first pressure relief oil path, and the overflow outlet of the reverse proportional overflow valve (26) is communicated with the oil storage cylinder (12).

6. The active rail vehicle damping system of claim 5, wherein, The electromagnetic valve (25) is a two-position three-way valve, a damping adjusting valve (27) is further arranged on the first pressure relief oil path, and the two-position three-way valve allows the first oil path to be selectively communicated with the damping adjusting valve (27) or the reverse proportional overflow valve (26).

7. An active rail vehicle damping system according to claim 5 or 6, characterized in that The oil path valve mechanism (2) further comprises a second pressure relief oil path, the second pressure relief oil path is parallel to the first pressure relief oil path, a safety overflow valve (28) and a throttling hole (29) are arranged on the second pressure relief oil path, and the safety overflow valve (28) and the throttling hole (29) are parallel to each other.

8. The active rail vehicle damping system of claim 7, wherein, The detection assembly comprises a displacement sensor (3) and a pressure sensor (31), the displacement sensor (3) is located on the piston rod (11), and the displacement sensor (3) is used for detecting the movement state of the piston rod (11) relative to the cylinder body (1); and the pressure sensor (31) is used for detecting the hydraulic pressure in the first oil path between the rod cavity and the first switch valve (21).

9. A rail vehicle active damping control method applied to the rail vehicle active damping system of claim 8, characterized in that, Comprise: The vehicle system controller processes and analyzes the collected signals of the detection assembly, and the collected signals include the acceleration of the vehicle body (4), the acceleration of the bogie (41), and the pressure of the oil path valve mechanism (2); If the signal analysis result triggers a fault instruction, the active damping system of the rail vehicle enters a passive safety mode: the first switch valve (21) and the second switch valve (22) are in a power-off and closed state, and the electromagnetic valve (25) connects the damping adjusting valve (27) and the first oil path; If the signal analysis result does not trigger a fault instruction, the active damping system of the rail vehicle enters a damping force control mode.

10. The active damping control method for a railway vehicle according to claim 9, characterized by, The damping force control mode comprises an instantaneous unloading mode and a continuous damping control mode, in the instantaneous unloading mode, the first switch valve (21) and the second switch valve (22) are both opened; in the continuous damping control mode, the electromagnetic valve (25) connects the inverse proportional overflow valve (26) and the first oil path, and when the pressure value change amount detected by the pressure sensor (31) is large, the overflow pressure of the inverse proportional overflow valve (26) is also large.

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