Air spring system and railway vehicle

Abstract

The invention discloses an air spring system and a rail vehicle, and relates to the technical field of rail traffic, the air spring system comprises first air spring assemblies, second air spring assemblies, a first height valve, a second height valve, a third height valve and a fourth height valve, the first air spring assemblies are used for being arranged on the two sides of the first end of a vehicle body, and the second air spring assemblies are used for being arranged on the two sides of the second end of the vehicle body; the second air spring assemblies are arranged on the two sides of the second end of the vehicle body. The first altitude valve and the second altitude valve are arranged on the two sides of the longitudinal center line of the vehicle body correspondingly so as to control inflation and deflation of the first air spring assemblies on the two sides of the first end of the vehicle body correspondingly. The third altitude valve and the fourth altitude valve are arranged on the two sides of the longitudinal center line of the vehicle body correspondingly so as to control inflation and deflation of the second air spring assemblies on the two sides of the second end of the vehicle body correspondingly. According to the air spring system, the problem that the actual height difference of the left side and the right side of a vehicle body cannot be sensed due to obvious position limitation of mechanical arrangement of a height adjusting valve in a traditional air spring system is solved.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, and in particular to an air spring system and a rail vehicle. Background Technology

[0002] In the field of rail transit technology, air springs (or simply air springs) in rail vehicles (such as maglev trains) are key load-bearing components for achieving vehicle levitation and guidance. Their arrangement and control system directly affect the vehicle's running stability, ride comfort, and levitation safety margin. Currently, the air spring control systems of existing maglev trains adopt a centralized control mode, which has inherent defects in structural layout and adjustment logic.

[0003] Specifically, existing maglev trains employ an arrangement of 16 air springs per train unit. These 16 air springs are divided into two asymmetrical groups along the longitudinal direction (front-to-back) of the train body: 10 air springs are arranged at the front end (also known as the head end), and 6 air springs are arranged at the rear end, forming a 10+6 distribution pattern. This asymmetrical design is mainly related to the weight distribution of equipment at the end of the vehicle and the layout requirements of the maglev modules.

[0004] In the design of the air pressure control circuit, existing technology divides the aforementioned 16 air springs into two independent air spring control circuits: the front circuit covers the 10 air springs at the beginning, sharing the same air source main pipe; the rear circuit covers the 6 air springs at the end, independently configured with another air source main pipe. Each air spring circuit is centrally controlled by a height adjustment valve (hereinafter referred to as the height valve). This height valve is responsible for both the air filling (inflation and pressurization) and air exhaust (decompression and decompression) operations of all air springs in the corresponding circuit. By monitoring the relative height change of the vehicle body relative to the bogie (or suspension module), it adjusts the internal air pressure of the air springs in real time to maintain the vehicle body at the designed height position.

[0005] However, in the process of realizing this invention, the inventors discovered at least the following problems:

[0006] The mechanical arrangement of the height adjustment valve has significant positional limitations: the two height valves are respectively located at the two longitudinal ends of the vehicle body (the front end and the rear end), and are strictly located at the longitudinal centerline of the vehicle body in the transverse direction; since the height valve is connected to the vehicle body underframe through a mechanical control lever (sensor lever), the sensing point of the control lever is located at the geometric center of the vehicle in the transverse direction, which means that the height valve can only obtain single height information at the centerline of the vehicle body, and cannot perceive the actual height difference between the left and right sides of the vehicle body separately.

[0007] Therefore, how to avoid the inability to perceive the actual height difference between the left and right sides of the vehicle body due to the significant positional limitations of the mechanical arrangement of the height adjustment valve in the traditional air spring system is a technical problem that needs to be solved by those skilled in the art. Summary of the Invention

[0008] The purpose of this application is to provide an air spring system and a rail vehicle that solves the problem that the actual height difference between the left and right sides of the vehicle body cannot be sensed due to the significant positional limitations of the mechanical arrangement of the height adjustment valve in the traditional air spring system.

[0009] To achieve the above objectives, this application provides an air spring system for use in rail vehicles, comprising:

[0010] A first air spring assembly and a second air spring assembly, wherein the first air spring assembly is used to be disposed on both sides of the first end of the vehicle body, and the second air spring assembly is used to be disposed on both sides of the second end of the vehicle body;

[0011] The first height valve and the second height valve are respectively installed on both sides of the longitudinal centerline of the vehicle body to control the inflation and deflation of the first air spring assembly on both sides of the first end of the vehicle body.

[0012] The third and fourth height valves are respectively installed on both sides of the longitudinal centerline of the vehicle body to control the inflation and deflation of the second air spring assembly on both sides of the second end of the vehicle body.

[0013] In some embodiments, it also includes:

[0014] The first air spring circuit has one end connected to the air outlet of the first height valve and the other end connected to the first air spring assembly on the first side of the first end of the vehicle body. The first air spring circuit is used to supply air to the first air spring assembly on the first side of the first end of the vehicle body.

[0015] The second air spring circuit has one end connected to the air outlet of the second height valve and the other end connected to the first air spring assembly on the second side of the first end of the vehicle body. The second air spring circuit is used to supply air to the first air spring assembly on the second side of the first end of the vehicle body.

[0016] In some embodiments, a first plug is further included, which is connected between the first air spring circuit and the second air spring circuit, for controlling the connection and disconnection of the first air spring circuit and the second air spring circuit.

[0017] In some embodiments, it also includes:

[0018] The third air spring circuit has one end connected to the air outlet of the third height valve and the other end connected to the second air spring assembly on the first side of the second end of the vehicle body. The third air spring circuit is used to supply air to the second air spring assembly on the first side of the second end of the vehicle body.

[0019] The fourth air spring circuit has one end connected to the air outlet of the fourth height valve and the other end connected to the second air spring assembly on the second side of the second end of the vehicle body. The fourth air spring circuit is used to supply air to the second air spring assembly on the second side of the second end of the vehicle body.

[0020] In some embodiments, a second plug is further included, which is connected between the third air spring circuit and the fourth air spring circuit, for controlling the connection and disconnection of the third air spring circuit and the fourth air spring circuit.

[0021] In some embodiments, a first regulating valve is connected between the air outlet of the first height valve and the air inlet of the first air spring circuit, and the first regulating valve is used to control the exhaust rate of the first height valve.

[0022] A second regulating valve is connected between the air outlet of the second height valve and the air inlet of the second air spring circuit. The second regulating valve is used to control the exhaust rate of the second height valve.

[0023] A third regulating valve is connected between the air outlet of the third height valve and the air inlet of the third air spring circuit. The third regulating valve is used to control the exhaust rate of the third height valve.

[0024] A fourth regulating valve is connected between the air outlet of the fourth height valve and the air inlet of the fourth air spring circuit. The fourth regulating valve is used to control the exhaust rate of the fourth height valve.

[0025] In some embodiments, the first air spring circuit is provided with a first pressure test point, the second air spring circuit is provided with a second pressure test point, the third air spring circuit is provided with a third pressure test point, and the fourth air spring circuit is provided with a fourth pressure test point.

[0026] In some embodiments, the first air spring assembly includes a plurality of first air spring units and a plurality of second air spring units, each of the first air spring units being disposed on a first side of a first end of the vehicle body, and each of the second air spring units being disposed on a second side of a first end of the vehicle body.

[0027] The second air spring assembly includes a plurality of third air spring units and a plurality of fourth air spring units, wherein each third air spring unit is disposed on a first side of the second end of the vehicle body, and each fourth air spring unit is disposed on a second side of the second end of the vehicle body.

[0028] Each of the first air spring units is connected to the first air spring circuit through a first air spring control unit, each of the second air spring units is connected to the second air spring circuit through a second air spring control unit, each of the third air spring units is connected to the third air spring circuit through a third air spring control unit, and each of the fourth air spring units is connected to the fourth air spring circuit through a fourth air spring control unit.

[0029] In some embodiments, the first air spring control unit, the second air spring control unit, the third air spring control unit, and the fourth air spring control unit each include an air circuit board, an intake valve, a first exhaust valve, and a second exhaust valve. The intake valve, the first exhaust valve, and the second exhaust valve are all connected to the air circuit board. The air circuit board is provided with an air spring inlet and a pilot air inlet. The air spring inlet is connected to the intake valve, and the pilot air inlet is connected to the first exhaust valve and the second exhaust valve.

[0030] In some embodiments, the air spring inlet and the pilot air inlet are respectively disposed on both sides of the air circuit board, and the air circuit board is provided with a first mark and a second mark for respectively marking the air spring inlet and the pilot air inlet.

[0031] In some embodiments, the system further includes a first main air passage and a second main air passage, one of which is connected to the first height valve, the second height valve, the third height valve, and the fourth height valve to supply air to the first height valve, the second height valve, the third height valve, and the fourth height valve.

[0032] In some embodiments, the system further includes a first shuttle valve and a second shuttle valve; the first air inlet of the first shuttle valve is connected to the first main air path, the second air inlet of the first shuttle valve is connected to the second main air path, and the air outlet of the first shuttle valve is connected to the air inlets of the first height valve and the second height valve; the first air inlet of the second shuttle valve is connected to the first main air path, the second air inlet of the second shuttle valve is connected to the second main air path, and the air outlet of the second shuttle valve is connected to the air inlets of the third height valve and the fourth height valve.

[0033] In some embodiments, the system further includes a first pilot air passage and a second pilot air passage; one end of the first pilot air passage is connected to the air outlet of the first shuttle valve, and the other end is connected to the air outlet of the second shuttle valve, and the first pilot air passage is used to supply pilot air to each air spring control unit on the first side of the vehicle body; one end of the second pilot air passage is connected to the air outlet of the first shuttle valve, and the other end is connected to the air outlet of the second shuttle valve, and the second pilot air passage is used to supply pilot air to each air spring control unit on the second side of the vehicle body.

[0034] In some embodiments, the system further includes a gas distribution module, which is provided with a first main gas connection port, a second main gas connection port, a first pilot gas connection port, a second pilot gas connection port, a first air conditioning connection port, a second air conditioning connection port, a first valve body connection port, and a second valve body connection port, and the second shuttle valve is integrated inside the gas distribution module.

[0035] Specifically, the first main air connection port is connected to the first air inlet of the second shuttle valve for connecting the first main air path, and the second main air connection port is connected to the second air inlet of the second shuttle valve for connecting the second main air path; both the first pilot air connection port and the second pilot air connection port are connected to the air outlet of the second shuttle valve for connecting the first pilot air path and the second pilot air path respectively; both the first air conditioning connection port and the second air conditioning connection port are connected to the air outlet of the second shuttle valve for connecting the air conditioning systems of two adjacent vehicle bodies respectively; both the first valve body connection port and the second valve body connection port are connected to the air outlet of the second shuttle valve for connecting the third height valve and the fourth height valve respectively.

[0036] In some embodiments, the air distribution module is further provided with a first connection port and a second connection port, the first connection port and the second connection port being used to connect to the first main air passage and the second main air passage of another adjacent vehicle body respectively, and the air distribution module is further provided with a third plug, a fourth plug and a fifth plug.

[0037] The third plug is connected between the first connection port and the second shuttle valve, and is used to control the connection and disconnection of the first main air passage of two adjacent vehicle bodies; the fourth plug is connected between the second connection port and the second shuttle valve, and is used to control the connection and disconnection of the second main air passage of two adjacent vehicle bodies; the fifth plug is connected between the first main air passage and the second main air passage, and is used to control the connection and disconnection of the first main air passage and the second main air passage.

[0038] In some embodiments, the gas distribution module further integrates a sixth plug and a seventh plug; the sixth plug is connected between the third height valve and the second shuttle valve, and is used to control the connection and disconnection of the third height valve and the second shuttle valve; the seventh plug is connected between the fourth height valve and the second shuttle valve, and is used to control the connection and disconnection of the fourth height valve and the second shuttle valve.

[0039] In some embodiments, the system further includes an air source device connected to the first main air passage and the second main air passage, for supplying air to the first main air passage and the second main air passage.

[0040] In some embodiments, the air source device includes an air source module, an air compressor, and a post-treatment module. The air compressor is electrically connected to a controller, the outlet end of the air compressor is connected to the inlet end of the post-treatment module, and the outlet end of the post-treatment module is connected to the air source module.

[0041] This application provides a rail vehicle, including a car body and an air spring system disposed on the car body as described in any of the preceding claims.

[0042] In some embodiments, the number of air spring systems and vehicle bodies is at least two, and each air spring system and each vehicle body is provided in a one-to-one correspondence. The air spring systems on two adjacent vehicle bodies may be selectively connected to each other.

[0043] Compared to the aforementioned background technology, the air spring system provided in this application embodiment is applied to a rail vehicle and includes a first air spring assembly, a second air spring assembly, a first height valve, a second height valve, a third height valve, and a fourth height valve. The first air spring assembly is used to be disposed on both sides of a first end of the vehicle body, and the second air spring assembly is used to be disposed on both sides of a second end of the vehicle body. The first height valve and the second height valve are respectively disposed on both sides of the longitudinal centerline of the vehicle body to control the inflation and deflation of the first air spring assembly on both sides of the first end of the vehicle body. The third height valve and the fourth height valve are respectively disposed on both sides of the longitudinal centerline of the vehicle body to control the inflation and deflation of the second air spring assembly on both sides of the second end of the vehicle body.

[0044] The beneficial effects of this type of air spring system mainly include:

[0045] Compared to traditional height valves located along the longitudinal centerline of the vehicle body, which cause a difference in left and right vehicle height, this application addresses this issue by placing the first and second height valves on either side of the longitudinal centerline of the vehicle body and controlling the first air spring assemblies on both sides of the first end of the vehicle body, respectively. Furthermore, it arranges the third and fourth height valves on either side of the longitudinal centerline of the vehicle body and control the second air spring assemblies on both sides of the second end of the vehicle body. This allows each height valve to directly sense the actual height change on the corresponding side of the vehicle body. Consequently, when the vehicle experiences uneven loading or tilts due to crosswinds, each height valve can independently detect the height deviation on its side and independently control the corresponding air spring assembly to charge or de-charge air, thereby automatically correcting the left and right height difference and maintaining the vehicle body level. This solves the inherent defect in existing technologies where height valves can only sense the average height at the center position and cannot identify left and right deviations. Furthermore, the air spring assemblies at the first and second ends of the vehicle body are further subdivided into left and right sides for control, so that the four height valves respectively control the air spring assemblies in four areas (left side of the first end, right side of the first end, left side of the second end, and right side of the second end), forming a distributed control architecture. This avoids the coupling adjustment of the left and right air springs in the front and rear loops in the prior art, and improves the accuracy and response speed of height adjustment. Attached Figure Description

[0046] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments or related technologies 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.

[0047] Figure 1 This is a schematic diagram of the air circuit of the air spring system in the embodiments of this application.

[0048] Figure 2 for Figure 1 The diagram shows the air circuit schematic of the air spring control unit in the air spring system.

[0049] Figure 3 for Figure 1 The diagram shows the external structure of the air spring control unit in the air spring system. Figure 1 .

[0050] Figure 4 for Figure 1 The diagram shows the external structure of the air spring control unit in the air spring system. Figure 2 .

[0051] Figure 5 for Figure 1 The diagram shows the air path distribution module in the air spring system.

[0052] Figure 6 for Figure 1 The diagram shows the external structure of the air distribution module in the air spring system. Figure 1 .

[0053] Figure 7 for Figure 1 The diagram shows the external structure of the air distribution module in the air spring system. Figure 2 .

[0054] Figure 8 for Figure 1 The diagram shows the external structure of the air distribution module in the air spring system. Figure 3 .

[0055] Figure 9 for Figure 5 The diagram shows the nameplate of the third valve in the gas distribution module.

[0056] in:

[0057] 10-First air spring assembly; 11-First air spring unit; 12-Second air spring unit; 13-First air spring control unit; 14-Second air spring control unit; 15-Air circuit board; 151-Air spring inlet; 152-Pilot inlet; 16-Inlet valve; 17-First exhaust valve; 18-Second exhaust valve;

[0058] 20 - Second air spring assembly; 21 - Third air spring unit; 22 - Fourth air spring unit; 23 - Third air spring control unit; 24 - Fourth air spring control unit;

[0059] 30 - First height valve;

[0060] 40 - Second height valve;

[0061] 50 - Third height valve;

[0062] 60 - Fourth height valve;

[0063] 70 - First air spring circuit; 71 - First pressure test point;

[0064] 80 - Second air spring circuit; 81 - Second pressure test point;

[0065] 90-First goal;

[0066] 100 - Third air spring circuit; 101 - Third pressure test point;

[0067] 110 - Fourth air spring circuit; 111 - Fourth pressure test point;

[0068] 120 - Second Gate;

[0069] 130 - First main air path;

[0070] 140 - Second main air path;

[0071] 150 - First shuttle valve;

[0072] 160 - Gas distribution module; 161 - Second shuttle valve; 162 - First main gas connection port; 163 - Second main gas connection port; 164 - First pilot gas connection port; 165 - Second pilot gas connection port; 166 - First air conditioning connection port; 167 - Second air conditioning connection port; 168 - First valve body connection port; 169 - Second valve body connection port; 1610 - First connection port; 1611 - Second connection port; 1612 - Third plug valve; 1613 - Fourth plug valve; 1614 - Fifth plug valve; 1615 - Sixth plug valve; 1616 - Seventh plug valve;

[0073] 170 - First pilot gas path;

[0074] 180 - Second pilot air path;

[0075] 190 - Air source device. Detailed Implementation

[0076] 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.

[0077] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0078] It should be noted that the directional terms such as "upper end," "lower end," "left side," and "right side" mentioned below are defined based on the accompanying drawings in the instruction manual.

[0079] Please refer to Figures 1 to 9 , Figure 1 This is a schematic diagram of the air circuit of the air spring system in the embodiments of this application. Figure 2 for Figure 1 The diagram shows the air circuit schematic of the air spring control unit in the air spring system. Figure 3 for Figure 1 The diagram shows the external structure of the air spring control unit in the air spring system. Figure 1 . Figure 4 for Figure 1 The diagram shows the external structure of the air spring control unit in the air spring system. Figure 2 . Figure 5 for Figure 1 The diagram shows the air path distribution module in the air spring system. Figure 6 for Figure 1 The diagram shows the external structure of the air distribution module in the air spring system. Figure 1 . Figure 7 for Figure 1 The diagram shows the external structure of the air distribution module in the air spring system. Figure 2 . Figure 8 for Figure 1 The diagram shows the external structure of the air distribution module in the air spring system. Figure 3 . Figure 9 for Figure 5 The diagram shows the nameplate of the third valve in the gas distribution module.

[0080] The air spring system provided in this application embodiment is applied to rail vehicles, such as maglev trains. The air spring system includes a first air spring assembly 10, a second air spring assembly 20, a first height valve 30, a second height valve 40, a third height valve 50, and a fourth height valve 60.

[0081] The first air spring assembly 10 is used to be installed on both sides of the first end (head end) of the vehicle body, and the second air spring assembly 20 is used to be installed on both sides of the second end (tail end) of the vehicle body; the first height valve 30 and the second height valve 40 are respectively installed on both sides of the longitudinal center line of the vehicle body to control the inflation and deflation of the first air spring assembly 10 on both sides of the first end of the vehicle body; the third height valve 50 and the fourth height valve 60 are respectively installed on both sides of the longitudinal center line of the vehicle body to control the inflation and deflation of the second air spring assembly 20 on both sides of the second end of the vehicle body.

[0082] It should be noted that the height valve mentioned above is the core control component of the air spring suspension system. In the air spring circuit, it serves as the central hub for closed-loop height adjustment, integrating sensing, decision-making, and execution. This valve connects to the air spring, air source, and vehicle body via mechanical or electrical means, achieving three basic control functions: When the actual vehicle height is lower than the set target height due to increased load, the height valve opens the intake passage, charging compressed air from the main air reservoir or suspension air source system into the air spring circuit, increasing the internal pressure of the air spring and raising the vehicle body until it returns to the target height range, completing the air charging control; When the actual vehicle height is higher than the set target height due to decreased load, the height valve opens the exhaust passage, venting the compressed air in the air spring circuit to the atmosphere, decreasing the internal pressure of the air spring and lowering the vehicle body until it returns to the target height, completing the exhaust control; When the vehicle height is within the normally set dead zone range, the height valve closes the intake and exhaust passages, cutting off the connection between the air spring circuit and the external air path, maintaining the current internal pressure of the air spring to keep the vehicle height stable, completing the pressure holding and locking function.

[0083] It is understandable that the height valve in the air spring circuit essentially constitutes a mechanical negative feedback control system. Its working mechanism follows the control logic of signal acquisition, height comparison, and air path switching. Specifically, the height valve is connected to the vehicle body through its sensing mechanism to detect changes in vehicle body height. This sensing mechanism is usually manifested as a control lever, one end of which is hinged to the vehicle body underframe, and the other end is connected to the valve cam or valve core mechanism. By presetting the zero height through the length or installation angle of the control lever, the vertical displacement of the vehicle body relative to the bogie or suspension module is converted into the angular displacement or linear displacement of the valve core, realizing real-time detection of the vehicle body attitude. At the same time, the valve body of the height valve has an air inlet connected to the air source, an air outlet connected to the air spring circuit, and an exhaust port open to the atmosphere. Based on the height changes detected by the sensing mechanism, the valve body can be selectively in three working states: in the air charging position, the air inlet and outlet are connected and the exhaust port is closed; in the air exhaust position, the air outlet and exhaust port are connected and the air inlet is closed; or in the pressure holding position, the connection between the air outlet and the air inlet and exhaust port is cut off.

[0084] To ensure vehicle operational stability, the height valve is also designed with a mechanical dead zone control mechanism. To avoid the height valve from frequently operating and causing a breathing effect due to vibrations during vehicle operation, the height valve is usually set with a mechanical dead zone of ±1-2 degrees for the corresponding control lever swing angle or ±3-8mm for the vehicle body height. The valve core only switches its state when the vehicle body height deviates beyond this dead zone range. When within the dead zone, it maintains the pressure holding position, giving the air spring circuit elastic memory characteristics, thereby ensuring response sensitivity while avoiding system oscillation.

[0085] However, in existing maglev train applications, significant limitations arise when the height valve's sensor is positioned along the longitudinal centerline of the car body and the control lever can only reflect the average height at the car body's lateral center position. Because the height valve's sensing point is located at the geometric center of the car body, when the vehicle experiences uneven loading conditions (such as concentrated passengers on one side, uneven lateral cargo weight distribution, or weight transfer due to track superelevation), the car body will roll, causing a height difference between the left and right sides. In this situation, the height valve still senses the average height at the center position, which may still be within the target height range, creating a control blind spot. It cannot identify asymmetrical deformation on the left and right sides of the car body, causing the air springs on both sides to continue maintaining their original air pressure or synchronous adjustment, making it impossible to separately compensate for the lower side or separately deflate the higher side. More seriously, because the front and rear circuits are controlled independently and each circuit simultaneously connects the left and right sides of the vehicle body, changes in load on one side affect all air springs in the same circuit through a cluster effect, further amplifying the lateral tilt angle of the vehicle body. This results in a lack of effective active damping adjustment for the roll mode of the vehicle body, leading to a persistent or even dynamically expanding left and right height deviation, affecting the vehicle's running stability and the uniformity of the suspension gap. This mismatch between the control degree of freedom and the sensing degree of freedom (using two height valves to control 16 air springs but only sensing through two center points) is essentially a one-sided sensing positive feedback system, which cannot achieve closed-loop control of the lateral horizontal attitude of the vehicle body. This causes the vehicle to run in a non-horizontal state for a long time, exacerbating the uneven wear between the wheel rail or suspension electromagnet and the track, and reducing the ride comfort index.

[0086] Compared to the traditional method where the height valve is located on the longitudinal centerline of the vehicle body, resulting in a difference in the left and right height of the vehicle body, this application addresses this issue by arranging the first height valve 30 and the second height valve 40 on both sides of the longitudinal centerline of the vehicle body and controlling the first air spring assembly 10 on both sides of the first end of the vehicle body, and arranging the third height valve 50 and the fourth height valve 60 on both sides of the longitudinal centerline of the vehicle body and controlling the second air spring assembly 20 on both sides of the second end of the vehicle body. This allows each height valve to directly sense the actual height change on the corresponding side of the vehicle body.

[0087] It can be seen that by further subdividing the air spring assemblies at the first and second ends of the vehicle body into left and right sides, the four height valves respectively control the air spring assemblies in four areas (right side of the first end, left side of the first end, right side of the second end, and left side of the second end), forming a distributed control architecture. This avoids the coupling adjustment of the left and right air springs in the front and rear loops in the existing technology, and improves the accuracy and response speed of height adjustment.

[0088] Specifically, the air spring system adopts a distributed four-valve control architecture, dividing the vehicle body longitudinally (in the direction of travel) into a first end (usually the front end) and a second end (usually the rear end), and laterally (in the left-right direction) into a first side (e.g., the right side) and a second side (e.g., the left side), thus forming four control areas at the bottom of the vehicle body: the first side area of ​​the first end, the second side area of ​​the first end, the first side area of ​​the second end, and the second side area of ​​the second end. The first air spring assembly 10 includes multiple air springs respectively arranged on the left and right sides of the first end of the vehicle body, and the second air spring assembly 20 includes multiple air springs respectively arranged on the left and right sides of the second end of the vehicle body. The first height valve 30 and the second height valve 40 are arranged longitudinally along the vehicle body near the first end of the vehicle body, and are strictly symmetrically distributed on both sides of the longitudinal centerline of the vehicle body (i.e., the transverse geometric centerline of the vehicle body). The first height valve 30 is located on the first side of the first end of the vehicle body, and its control lever extends downward and connects to the vehicle body underframe or bogie frame on that side to directly sense the vertical displacement of the first side of the first end of the vehicle body relative to the bogie. The second height valve 40 is located on the second side of the first end of the vehicle body, and its control lever also extends downward and connects to the vehicle body underframe or bogie frame on that side to directly sense the vertical displacement of the second side of the first end of the vehicle body relative to the bogie. Similarly, the third height valve 50 and the fourth height valve 60 are arranged longitudinally along the vehicle body near the second end of the vehicle body, and are also symmetrically distributed on both sides of the longitudinal centerline of the vehicle body, respectively controlling the air spring assemblies on the first and second sides of the second end of the vehicle body.

[0089] In operation, when the vehicle is in a level and balanced state, all four height valves are in the pressure-holding position, maintaining the current internal pressure of the air springs within their respective control areas. When the vehicle body tilts laterally due to uneven loading, crosswinds, or centrifugal force from curves, for example, when the vehicle body tilts to the first side, causing the height of the first side to decrease and the height of the second side to increase, the first height valve 30 and the third height valve 50 automatically switch to the air-charging position upon sensing the decrease in height on their respective sides, inflating the corresponding air springs to raise the first side of the vehicle body. At the same time, the second height valve 40 and the fourth height valve 60 automatically switch to the air-exhausting position upon sensing the increase in height on their respective sides, causing the corresponding air springs to exhaust air to lower the second side of the vehicle body. Thus, through asynchronous and reverse adjustment actions on the left and right sides, the lateral tilt of the vehicle body is quickly corrected, restoring the vehicle body to a level state.

[0090] In other words, when the vehicle is unbalanced or tilted to the left or right due to crosswinds, the height valves on each side can independently detect the height deviation on their respective sides and independently control the corresponding air spring assembly to charge or exhaust air, thereby automatically correcting the height difference between the left and right sides of the vehicle and keeping the vehicle level. In this way, this arrangement breaks through the limitations of existing technologies that only place height valves along the longitudinal centerline of the vehicle body and can only sense the average height of the center of the vehicle body. It solves the inherent defect of existing technologies that height valves can only sense the average height of the center position and cannot identify left and right deviations, and realizes independent sensing and independent adjustment of the height of the four corners of the vehicle body.

[0091] In some embodiments, the air spring system further includes a first air spring circuit 70 and a second air spring circuit 80. One end of the first air spring circuit 70 is connected to the air outlet of the first height valve 30, and the other end is connected to the first air spring assembly 10 on the first side of the first end of the vehicle body. The first air spring circuit 70 is used to supply air to the first air spring assembly 10 on the first side of the first end of the vehicle body. One end of the second air spring circuit 80 is connected to the air outlet of the second height valve 40, and the other end is connected to the first air spring assembly 10 on the second side of the first end of the vehicle body. The second air spring circuit 80 is used to supply air to the first air spring assembly 10 on the second side of the first end of the vehicle body.

[0092] In this embodiment, both the first air spring circuit 70 and the second air spring circuit 80 are closed pneumatic piping systems, which can be made of pressure-resistant steel pipes, high-pressure hoses, or a combination of both. The air inlet of the first air spring circuit 70 is sealed to the air outlet of the first height valve 30 through a pipe joint, and its air outlet is connected in parallel to the airbag interfaces of all air springs in the first air spring assembly 10 on the first side of the first end of the vehicle body through a branch joint or air distribution block, forming a parallel air supply network; similarly, the air inlet of the second air spring circuit 80 is connected to the air outlet of the second height valve 40, and its air outlet is connected in parallel to all air springs in the first air spring assembly 10 on the second side of the first end of the vehicle body. In each air spring circuit, auxiliary components such as filters, one-way valves, or orifice plates can be installed as needed. The first height valve 30, through the first air spring circuit 70, can synchronously control the inflation and deflation of all air springs on the first side of the first end of the vehicle body, ensuring that the internal pressure of each air spring on that side is equal and the extension and contraction are consistent; the second height valve 40, through the second air spring circuit 80, can synchronously control the inflation and deflation of all air springs on the second side of the first end of the vehicle body. This design creates two completely independent pneumatic control zones on the left and right sides of the first end of the vehicle body, and the air pressure of each circuit can be independently adjusted according to the instructions of the height valve on its side, without interference between them.

[0093] The aforementioned independent left and right air spring circuits provide a physical air path foundation for each air spring assembly. Specifically, by establishing two independent fluid channels, the first air spring circuit 70 and the second air spring circuit 80, the air path isolation between the left and right air springs at the first end of the vehicle body is achieved. This ensures that the air springs on both sides can independently charge or exhaust air according to the instructions of their respective height valves, avoiding the coupling interference caused by the front and rear circuits bridging the left and right sides in the prior art. At the same time, the circuit design allows multiple air spring units to be connected in parallel to the same control circuit, simplifying the pipeline layout, reducing the number of valve components, and improving the maintainability of the system while ensuring the pressure balance of each air spring. In addition, the independent circuit design facilitates the integration of auxiliary functions such as pressure monitoring and fault isolation into the circuit, providing an interface for the intelligent monitoring of the system.

[0094] In some embodiments, the air spring system further includes a first plug 90, which is connected between the first air spring circuit 70 and the second air spring circuit 80. The first plug 90 is used to control the connection and disconnection of the first air spring circuit 70 and the second air spring circuit 80.

[0095] In this embodiment, the first stop valve 90 is a manual or electrically controlled shut-off valve, preferably a ball valve or butterfly valve. Its two ports are connected to the middle sections of the first air spring circuit 70 and the second air spring circuit 80 via tee connectors or jumpers, respectively. The valve is typically installed in the middle of the underframe near the first end of the vehicle body for easy access by maintenance personnel. Under normal operating conditions, the first stop valve 90 is in the closed position, its valve core cutting off the airflow passage between the first air spring circuit 70 and the second air spring circuit 80, keeping the two circuits independent. When special operations or fault handling are required, such as when a leak occurs in one air spring circuit and the other circuit needs to be used for temporary support, or when performing vehicle pressure equalization adjustments, the first stop valve 90 can be operated to switch it to the open position. At this time, the first air spring circuit 70 and the second air spring circuit 80 are interconnected through the flow channels inside the first stop valve 90, and the air pressure of the two air springs tends to be balanced. The operation of the first stop valve 90 can be indicated by the handle position (parallel to the pipeline for open, perpendicular for closed) or electrical signals.

[0096] In this way, the first gate 90 provides an emergency connection function for the air spring circuits on both sides of the first end of the vehicle body. When a fault occurs in the height valve or air spring circuit on one side, causing a loss of pressure on that side, the circuits on both sides can be connected by opening the first gate 90. The normally functioning circuit on the other side can be used to temporarily supply air to the air spring on the faulty side, maintaining the basic level of the first end of the vehicle body and preventing the vehicle from becoming inoperable due to severe tilting. During maintenance and repair, closing the first gate 90 can isolate the circuit on one side, facilitating pressurized testing or component replacement on the other side without affecting the entire vehicle. At the same time, during the vehicle commissioning phase, opening the first gate 90 can achieve pressure equalization of all air springs at the first end, simplifying the commissioning process. This design enhances the system's fault tolerance and maintenance flexibility.

[0097] In some embodiments, the air spring system further includes a third air spring circuit 100 and a fourth air spring circuit 110. One end of the third air spring circuit 100 is connected to the air outlet of the third height valve 50, and the other end is connected to the second air spring assembly 20 on the first side of the second end of the vehicle body. The third air spring circuit 100 is used to supply air to the second air spring assembly 20 on the first side of the second end of the vehicle body. One end of the fourth air spring circuit 110 is connected to the air outlet of the fourth height valve 60, and the other end is connected to the second air spring assembly 20 on the second side of the second end of the vehicle body. The fourth air spring circuit 110 is used to supply air to the second air spring assembly 20 on the second side of the second end of the vehicle body.

[0098] The third air spring circuit 100 and the fourth air spring circuit 110 have similar structures to the first air spring circuit 70 and the second air spring circuit 80 in the above embodiments, respectively serving the left and right sides of the second end (rear end) of the vehicle body. The air inlet of the third air spring circuit 100 is connected to the air outlet of the third height valve 50, and its air outlet is connected in parallel to the airbag interface of each air spring in the second air spring assembly 20 arranged on the first side of the second end of the vehicle body; the air inlet of the fourth air spring circuit 110 is connected to the air outlet of the fourth height valve 60, and its air outlet is connected in parallel to each air spring in the second air spring assembly 20 arranged on the second side of the second end of the vehicle body. In this way, the second end of the vehicle body also forms two independent control zones, which, together with the two zones at the first end of the vehicle body, constitute four independently controllable air spring zones for the entire vehicle, namely the right side of the first end, the left side of the first end, the right side of the second end, and the left side of the second end. Each zone corresponds to a height valve and an air spring circuit, realizing a four-part control pattern for the air springs of the entire vehicle.

[0099] The air spring circuit with the above configuration establishes a complete four-zone independent control air circuit architecture for the entire vehicle, enabling independent left and right adjustment at both the front and rear ends of the vehicle body. Combined with the distributed arrangement of four height valves, it achieves all-round active control of the vehicle's attitude. This four-circuit design allows the vehicle to not only correct lateral tilt by adjusting the different heights at the front, rear, left, and right points, but also to fine-tune the vehicle's pitch attitude under specific operating conditions (such as hill start and wheel wear compensation). At the same time, dividing the air springs of the entire vehicle into four independent circuits reduces the impact of single-point failures on the entire vehicle, improving the safety and reliability of the system. In addition, the four-circuit design facilitates zoned pressure management based on the actual load distribution of the vehicle, optimizes the stress state of the air springs, and extends their service life.

[0100] In some embodiments, the air spring system further includes a second plug 120, which is connected between the third air spring circuit 100 and the fourth air spring circuit 110, and is used to control the connection and disconnection of the third air spring circuit 100 and the fourth air spring circuit 110.

[0101] The structure, function, and installation method of the second stop valve 120 are similar to those of the first stop valve 90 in the above embodiment. Its two interfaces are connected to the third air spring circuit 100 and the fourth air spring circuit 110, respectively. The installation position is located in the middle of the underframe near the second end of the vehicle body. Under normal operating conditions, the second stop valve 120 is in the closed position, maintaining the independence of the circuits on the left and right sides of the second end of the vehicle body. In emergency or maintenance conditions, the second stop valve 120 can be operated to the open position to connect the third air spring circuit 100 and the fourth air spring circuit 110, thereby achieving pressure equalization of the air springs on the left and right sides of the second end of the vehicle body or temporary air supply to the faulty side.

[0102] In this way, the second gate 120, in conjunction with the first gate 90, enables the emergency connection and isolation of the air spring circuits on the left and right sides of the second end of the vehicle body. When a fault occurs on one side of the second end of the vehicle body, the second gate 120 can be opened to maintain the vehicle body level on the other side using the circuit on the other side. During maintenance, single-sided isolation can be achieved, facilitating repair work. At the same time, in conjunction with the first gate 90, more operating conditions can be achieved through different combinations: for example, opening the first gate 90 and the second gate 120 at the same time can achieve uniform pressure balance of the air springs throughout the vehicle, closing them at the same time can achieve completely independent control of the four zones, and opening them individually can achieve emergency handling of a designated end, greatly enhancing the system's operational flexibility and fault response capabilities.

[0103] In some embodiments, a first regulating valve is connected between the outlet of the first height valve 30 and the inlet of the first air spring circuit 70, and the first regulating valve is used to control the exhaust rate of the first height valve 30; a second regulating valve is connected between the outlet of the second height valve 40 and the inlet of the second air spring circuit 80, and the second regulating valve is used to control the exhaust rate of the second height valve 40; a third regulating valve is connected between the outlet of the third height valve 50 and the inlet of the third air spring circuit 100, and the third regulating valve is used to control the exhaust rate of the third height valve 50; a fourth regulating valve is connected between the outlet of the fourth height valve 60 and the inlet of the fourth air spring circuit 110, and the fourth regulating valve is used to control the exhaust rate of the fourth height valve 60.

[0104] The first, second, third, and fourth regulating valves are all airflow speed regulating devices, which can be in the form of throttle valves, speed regulating valves, or damped exhaust valves, and are installed in series on the pipeline between the air outlet of each height valve and the air inlet of the corresponding air spring circuit. Each regulating valve has an adjustable throttle orifice. By rotating the adjusting knob or changing the valve core opening, the flow rate of gas from the height valve to the air spring circuit (during inflation) or from the air spring circuit through the height valve to the atmosphere (during exhaust) can be controlled. Specifically, when the height valve is in the exhaust position, the compressed air in the air spring circuit passes through the regulating valve and the height valve in sequence before being discharged to the atmosphere. The regulating valve reduces the exhaust flow rate by limiting the cross-sectional area of ​​the exhaust passage, thereby reducing the exhaust speed of the air spring. When the height valve is in the inflation position, the air source inflates the air spring circuit through the height valve and the regulating valve. The regulating valve can also limit the inflation speed. In practical applications, each regulating valve can be set to different throttling parameters according to the vehicle's dynamic performance requirements. For example, the regulating valve on the outer side of the vehicle body (the outer side when passing through a curve) can be set to a faster exhaust rate, while the inner side can be set to a slower rate to optimize curve passing performance.

[0105] By installing regulating valves between each height valve and the air spring circuit, precise control of the air spring charging and discharging speed is achieved, avoiding instantaneous body sinking or impact caused by rapid air exhaust from the height valve, thus improving the smoothness of the height adjustment process and ride comfort. By adjusting the exhaust rate, the damping characteristics of the body's roll motion can be controlled, preventing rapid left-right swaying of the vehicle during dynamic operation (such as passing through switches or being impacted by crosswinds), enhancing the vehicle's lateral stability. At the same time, by adjusting the opening of the four regulating valves separately, the response speed of the air springs in each area can be optimized for different operating conditions (such as straight-line operation, curve passage, and start-stop conditions), achieving fine-tuning of the vehicle's vertical and lateral dynamic performance. In addition, the presence of the regulating valves also protects the height valves to a certain extent, reducing the impact of high-speed airflow on the valve core and extending the service life of the height valves.

[0106] In some embodiments, the first air spring circuit 70 is provided with a first pressure test point 71, the second air spring circuit 80 is provided with a second pressure test point 81, the third air spring circuit 100 is provided with a third pressure test point 101, and the fourth air spring circuit 110 is provided with a fourth pressure test point 111.

[0107] The aforementioned first pressure test point 71, second pressure test point 81, third pressure test point 101, and fourth pressure test point 111 are pressure monitoring interfaces installed on each air spring circuit. They are typically test connectors or quick connectors with shut-off valves, allowing connection to external pressure gauges, pressure sensors, or portable pressure testing equipment. Test points can be located in the middle section of each air spring circuit or near the air spring assembly to accurately reflect the working pressure of that circuit. For example, the first pressure test point 71 can be installed on the pipeline of the first air spring circuit 70 via a tee connector. Its interface is normally closed by a plug or valve, and opened during testing to read the real-time pressure of the first air spring circuit 70; the other test points are similar. In some embodiments, the test points can integrate pressure sensors to convert pressure signals into electrical signals and transmit them to the vehicle control system for real-time monitoring.

[0108] The aforementioned pressure test points provide a convenient means of pressure monitoring for each independent air spring circuit. Maintenance personnel can quickly read the actual working pressure of each circuit through these test points to determine whether the air spring system is functioning properly and to promptly detect faults such as leaks, insufficient pressure, or excessive pressure. During vehicle commissioning, the control accuracy of the height valve and the sealing performance of each circuit can be verified by comparing the pressure values ​​at the four test points, ensuring the quality of system commissioning. During fault diagnosis, monitoring pressure changes in each circuit allows for accurate location of the fault point (such as a failed height valve or a leak in a section of pipeline), improving maintenance efficiency. Furthermore, the pressure test points provide data support for regular and preventative maintenance of the system, helping to extend its service life.

[0109] In some embodiments, the first air spring assembly 10 includes a plurality of first air spring units 11 and a plurality of second air spring units 12, each first air spring unit 11 being disposed on a first side of a first end of the vehicle body, and each second air spring unit 12 being disposed on a second side of a first end of the vehicle body; the second air spring assembly 20 includes a plurality of third air spring units 21 and a plurality of fourth air spring units 22, each third air spring unit 21 being disposed on a first side of a second end of the vehicle body, and each fourth air spring unit 22 being disposed on a second side of a second end of the vehicle body; each first air spring unit 11 is connected to a first air spring circuit 70 through a first air spring control unit 13, each second air spring unit 12 is connected to a second air spring circuit 80 through a second air spring control unit 14, each third air spring unit 21 is connected to a third air spring circuit 100 through a third air spring control unit 23, and each fourth air spring unit 22 is connected to a fourth air spring circuit 110 through a fourth air spring control unit 24.

[0110] It should be noted that the first air spring unit 11, the second air spring unit 12, the third air spring unit 21, and the fourth air spring unit 22 are all independent air spring assemblies, including components such as airbags, upper covers, lower seats, and auxiliary springs, which are respectively arranged under the corresponding positions of the vehicle body. The first air spring control unit 13, the second air spring control unit 14, the third air spring control unit 23, and the fourth air spring control unit 24 are integrated air circuit control modules. Each control unit has an air inlet (connected to the corresponding air spring circuit) and at least one air outlet (connected to the corresponding air spring unit), and integrates control valves internally. The specific connection relationship is as follows: the first air spring circuit 70 is connected to the air inlet of each first air spring control unit 13 through pipelines, and the air outlet of each first air spring control unit 13 is connected to the corresponding first air spring unit 11; the connection relationship of the other three sets is similar. This hierarchical connection method of circuit-control unit-air spring unit allows a single air spring unit to be independently connected to or disconnected from the main circuit through its control unit, while the control unit can perform fine control of the inflation and deflation of a single air spring unit.

[0111] By introducing an air spring control unit as an intermediate control layer, independent controllability of a single air spring unit is achieved. When an air spring unit malfunctions (such as airbag rupture), the connection between that air spring and the circuit can be disconnected individually through its corresponding control unit without affecting the normal operation of other air springs in the same circuit, thus improving the system's fault isolation capability. The modular design of the control unit makes the assembly and maintenance of the air spring system more convenient, facilitating rapid replacement of air spring units on-site. At the same time, the control unit can integrate more control functions (such as height fine-tuning, pressure holding, rapid exhaust, etc.), enhancing the flexibility of single-point control. In addition, this layered architecture also allows for flexible configuration of the number (several) of air spring units according to different vehicle models or different load requirements without changing the main circuit structure, improving the system's versatility and scalability.

[0112] In some embodiments, the first air spring control unit 13, the second air spring control unit 14, the third air spring control unit 23, and the fourth air spring control unit 24 each include an air circuit board 15, an intake valve 16, a first exhaust valve 17, and a second exhaust valve 18. The intake valve 16, the first exhaust valve 17, and the second exhaust valve 18 are all connected to the air circuit board 15. The air circuit board 15 is provided with an air spring inlet 151 and a pilot air inlet 152. The air spring inlet 151 is connected to the intake valve 16, and the pilot air inlet 152 is connected to the first exhaust valve 17 and the second exhaust valve 18.

[0113] The air circuit board 15 serves as the integrated mounting base for the air spring control unit. Internally, it is machined with a network of connecting air passages and three key interfaces: P port (connecting to the air source), A port (connecting to the air spring), and R port (connecting to the atmosphere). This provides a structural mounting interface and airflow distribution channel for the intake valve 16 and the two exhaust valves. The intake valve 16 is mounted on the air circuit board 15 and connected in series in the air passage between the P port and the A port, controlling the air supply to the air spring to achieve its inflation and pressurization function. Similarly, the two exhaust valves are mounted on the air circuit board 15 and connected in parallel or in series in the air passage between the A port and the R port, controlling the air spring's exhaust to the atmosphere to achieve its exhaust and depressurization function. The two exhaust valves can be configured as a standard exhaust valve and a rapid exhaust valve to meet different exhaust rate requirements, or they can correspond to independent exhaust control of the left and right air spring circuits. Thus, the air circuit board 15 integrates the intake valve 16 and the two exhaust valves into a single, compact, and simplified integrated air spring inflation and deflation control unit.

[0114] The air circuit board 15 is a plate-shaped substrate made of metal or high-strength non-metal, with interconnected airflow channels machined inside, serving as the mounting carrier for various valves and the air circuit connection medium. The intake valve 16 is a normally closed two-position two-way valve or a similar control valve, installed on the air circuit board 15. Its intake port is connected to the air supply channel inside the air circuit board 15, and its outlet port is connected to the air spring supply channel inside the air circuit board 15. The control port can receive external control signals. The first exhaust valve 17 and the second exhaust valve 18 are both exhaust control valves, which can be solenoid valves, pneumatic valves, or mechanical valves, installed on the air circuit board 15, and connected to the atmosphere through the exhaust channel inside the air circuit board 15. The air spring inlet 151 is a pipe connector interface provided on the air circuit board 15, connecting to an external air spring circuit; the pilot air port 152 is also a pipe connector interface provided on the air circuit board 15, used to receive a pilot control air source. The internal air circuit logic of the air circuit board 15 is as follows: air spring inlet 151 - air inlet valve 16 - air spring interface connecting to the air spring unit; pilot air inlet 152 - first exhaust valve 17 / second exhaust valve 18 - exhaust channel - atmosphere; at the same time, the air spring unit can achieve exhaust by connecting to the exhaust valve through a specific channel. This integrated design integrates multiple discrete valves into a compact control unit module.

[0115] The integrated installation of valves via the air circuit board 15 significantly reduces the number of external connecting pipes and fittings, lowers the risk of air leakage, and improves the system's sealing reliability. The integrated control unit is compact, making it easy to arrange within the limited space of the vehicle chassis, saving installation space. The intake valve 16, the first exhaust valve 17, and the second exhaust valve 18 form a logical air circuit connection through the air circuit board 15, enabling various control function combinations, such as normal inflation, normal exhaust, rapid exhaust, and pressure maintenance, to meet different operating conditions. At the same time, the modular design allows the control unit to be replaced and repaired as a whole, reducing on-site maintenance workload. In addition, the standardized air circuit board 15 design facilitates mass production and quality control, reducing manufacturing costs.

[0116] In some embodiments, the air spring inlet 151 and the pilot air inlet 152 are respectively disposed on both sides of the air circuit plate 15, and the air circuit plate 15 is provided with a first mark and a second mark, which are used to mark the air spring inlet 151 and the pilot air inlet 152 respectively.

[0117] In the physical layout of the air circuit board 15, the air spring inlet 151 (the interface connecting to the main air spring circuit) and the pilot air inlet 152 (the interface connecting to the pilot control air circuit) are located on two opposite sides of the air circuit board 15 (such as the left and right sides, or the front and rear sides). This clear distinction in physical location, combined with the first and second markings, effectively prevents incorrect pipe connections during installation. The first and second markings can use different colors (e.g., red for the air spring inlet 151 and blue for the pilot air inlet 152), different shapes (e.g., round and square interfaces), or mechanical anti-misconnection measures such as anti-misconnection pins. In some embodiments, the thread specifications or pipe diameters of the two interfaces can also be designed to be different to prevent incorrect connections from a physical dimensional perspective.

[0118] The error-proofing design, through physical separation and labeling, effectively avoids system malfunctions or equipment damage caused by incorrect connection of the air spring inlet 151 and pilot air inlet 152 during on-site assembly or maintenance. Different colors or shapes of labels enable operators to intuitively and quickly identify interface functions, improving assembly efficiency and accuracy. When maintaining or replacing control units, clear labeling helps to quickly restore the correct connection, reducing downtime caused by human error. At the same time, the standardized error-proofing design also facilitates operator training, reduces reliance on operator skill levels, and improves the maintainability and reliability of the entire system.

[0119] In some embodiments, the air spring system further includes a first main air passage 130 and a second main air passage 140, one of which is connected to a first height valve 30, a second height valve 40, a third height valve 50 and a fourth height valve 60 to supply air to the first height valve 30, the second height valve 40, the third height valve 50 and the fourth height valve 60.

[0120] In this embodiment, the first main air path 130 and the second main air path 140 are two independent compressed air supply trunk lines, typically arranged longitudinally along the vehicle body, originating from the vehicle's air supply system or different air sources. Each main air path has the capability to supply air to the entire vehicle's air spring system. The connection method for either can be achieved through a switching valve (such as a rotary valve or solenoid valve) or redundant air supply logic. That is, under normal conditions, the first main air path 130 can be selected as the main air supply source, and the second main air path 140 as a backup; or the two main air paths supply air separately, automatically or manually switching to the other path when one fails. The air inlets of the first height valve 30, the second height valve 40, the third height valve 50, and the fourth height valve 60 can all be connected to the first main air path 130 and the second main air path 140 via branch pipes, and a switching device is provided to achieve selection of the air supply source.

[0121] By setting up dual main air paths, redundant air supply is provided for the air spring system. When the first main air path 130 fails (such as pipe rupture, blockage, or failure of upstream air source), it can be immediately switched to the second main air path 140 to continue supplying air, ensuring that the air spring system will not fail due to a single point of air source failure, which greatly improves the reliability and availability of the system. The dual-path air supply design also makes it easy to isolate and repair one of the paths without affecting the normal operation of the vehicle. In addition, the design of two main air paths can also realize the diversion of air volume. When a large flow of air is required (such as rapid lifting of the whole vehicle or rapid lifting of a large load), both air paths can be used at the same time to increase the total flow and shorten the response time.

[0122] In some embodiments, the air spring system further includes a first shuttle valve 150 and a second shuttle valve 161; the first air inlet of the first shuttle valve 150 is connected to the first main air passage 130, the second air inlet of the first shuttle valve 150 is connected to the second main air passage 140, and the air outlet of the first shuttle valve 150 is connected to the air inlets of the first height valve 30 and the second height valve 40; the first air inlet of the second shuttle valve 161 is connected to the first main air passage 130, the second air inlet of the second shuttle valve 161 is connected to the second main air passage 140, and the air outlet of the second shuttle valve 161 is connected to the air inlets of the third height valve 50 and the fourth height valve 60.

[0123] It should be noted that both the first shuttle valve 150 and the second shuttle valve 161 are pneumatic logic elements (OR gates), with two air inlets and one air outlet. Their working principle is to automatically select the side with the higher pressure between the two air inlets to connect to the air outlet, or to supply air to the air outlet whenever there is pressure on either side. The first shuttle valve 150 is located at the first end of the vehicle body. Its first air inlet is connected to the first main air passage 130 via a pipeline, and its second air inlet is connected to the second main air passage 140 via a pipeline. Its air outlet is connected to the air inlets of the first height valve 30 and the second height valve 40 via branch pipelines. The second shuttle valve 161 is located at the second end of the vehicle body. Its first air inlet is connected to the first main air passage 130, and its second air inlet is connected to the second main air passage 140. Its air outlet is connected to the air inlets of the third height valve 50 and the fourth height valve 60 via branch pipelines. This arrangement achieves automatic selection and distribution of dual-path air supply, enabling redundant air supply without electronic control or manual switching.

[0124] As can be seen, the shuttle valve enables automatic redundant switching of the dual main air paths. When the pressure of the first main air path 130 is normal, the shuttle valve automatically selects this path to supply air to the height valve. When the pressure of the first main air path 130 is lost, the shuttle valve automatically switches to the second main air path 140. The entire process requires no manual intervention or electronic control signals, making it a purely pneumatic passive safety design with extremely high reliability. The use of the shuttle valve simplifies the air path control logic, eliminating the need for complex electronic switching valves and controllers, thus reducing system costs and failure rates. At the same time, the automatic selection function of the shuttle valve ensures that each height valve always receives a high-pressure or usable air source, guaranteeing sufficient charging power. Furthermore, by arranging the shuttle valves at both ends of the vehicle body, the air supply management is zoned, facilitating modular layout of the air path and fault isolation.

[0125] In this application, each air spring unit is controlled by a corresponding air spring control unit (LST) to charge the air spring and control the air spring exhaust according to the vehicle's suspension failure condition. When exhaust is required in the case of suspension failure, the first exhaust valve 17 and the second exhaust valve 18 in the air spring control unit (LST) are activated to exhaust the air spring. The exhaust solenoid valve adopts a pilot-operated type. The pilot valve of the pilot solenoid valve has a working pressure of (2-10) bar. The working pressure of the air spring in existing high-speed maglev trains is higher than 5 bar, and the air source of the pilot valve is provided by the air spring control unit, which can meet the operating pressure value. However, in the air spring system of this application, an additional air chamber is added, and the air spring volume has changed significantly. Consequently, the working pressure of the air spring is greatly reduced to (1.0-2.4) bar. If the pilot solenoid valve of the exhaust solenoid valve is still supplied with air by the air spring circuit, it cannot meet the functional requirements.

[0126] To address the issue of insufficient operating pressure for the exhaust solenoid valve due to low working pressure of the air spring, which causes the pilot solenoid valve to still rely on the air spring circuit for air supply, this application incorporates a dual-pilot air supply. The air source for the exhaust solenoid valve's pilot valve is provided by this dual-pilot air supply, thus fulfilling the functional requirements.

[0127] Specifically, the air spring system also includes a first pilot air passage 170 and a second pilot air passage 180; one end of the first pilot air passage 170 is connected to the air outlet of the first shuttle valve 150, and the other end is connected to the air outlet of the second shuttle valve 161. The first pilot air passage 170 is used to supply pilot air to each air spring control unit on the first side of the vehicle body; one end of the second pilot air passage 180 is connected to the air outlet of the first shuttle valve 150, and the other end is connected to the air outlet of the second shuttle valve 161. The second pilot air passage 180 is used to supply pilot air to each air spring control unit on the second side of the vehicle body.

[0128] In this embodiment, the first pilot air passage 170 and the second pilot air passage 180 are pipelines extending longitudinally along the vehicle body, typically arranged along both sides of the vehicle body or the longitudinal beams of the underframe. The first pilot air passage 170 is led out from the outlet of the first shuttle valve 150, extends longitudinally along the first side of the vehicle body (e.g., the right side) to the second end of the vehicle body, and communicates with the outlet of the second shuttle valve 161 (or communicates with the pipeline led out from the outlet of the second shuttle valve 161), forming a pilot air passage that runs through the entire length of the vehicle body. This air passage is connected to the pilot air ports 152 of each air spring control unit (5 first air spring control units 13 and 3 third air spring control units 23) on the first side of the vehicle body through branch pipes. Similarly, the second pilot air passage 180 is led out from the outlet of the first shuttle valve 150, extends longitudinally along the second side of the vehicle body (e.g., the left side), connects to the second end of the vehicle body, and provides pilot air to each air spring control unit (5 second air spring control units 14 and 3 fourth air spring control units 24) on the second side of the vehicle body. This design allows all air spring control units on the same side of the vehicle to share the same pilot air source.

[0129] By setting up a longitudinally connected first pilot air passage 170 and a second pilot air passage 180, a unified pilot air source supply is achieved for all air spring control units on the same side of the vehicle, simplifying the layout of the pilot air passages and reducing the number of individual branch pipes from the shuttle valve to each control unit. The through design of the pilot air passages ensures that the pilot pressure obtained by each control unit is consistent, guaranteeing the consistency of the operation of each air spring control unit on the same side. At the same time, this arrangement facilitates the linkage control of control units on the same side. For example, by controlling the opening and closing of the pilot air passages, the state switching of all air spring control units on the same side can be controlled simultaneously (such as switching from normal mode to lock-up mode or exhaust mode), improving the system's coordinated control capability. In addition, the dual pilot air passage design (first pilot air passage 170 and second pilot air passage 180) also ensures that when one pilot air passage fails, the other side can still work normally, providing a certain degree of redundancy.

[0130] In this way, when the suspension control system malfunctions, the suspension controller controls the exhaust solenoid valve of the air spring control unit to exhaust air from the corresponding air spring. The exhaust solenoid valve is a pilot valve, and the air supplied to the pilot valve is provided by two pilot air supply lines output from the air distribution block 160. The rear ends of the first shuttle valve 150 and the second shuttle valve 161 are each connected to a first pilot air supply line 170 and a second pilot air supply line 180. The first pilot air supply line 170 supplies pilot air to the exhaust solenoid valve of the 1R-8R air spring control unit on the right side of the vehicle; the second air supply line 180 supplies pilot air to the exhaust solenoid valve of the 1L-8L air spring control unit on the left side of the vehicle. This realizes the operation function of the exhaust solenoid valve, thereby achieving redundancy between the total air supply and the pilot air supply through the shuttle valves at both ends.

[0131] In some embodiments, the air spring system further includes an air distribution module 160, which is provided with a first main air connection port 162, a second main air connection port 163, a first pilot air connection port 164, a second pilot air connection port 165, a first air conditioning connection port 166, a second air conditioning connection port 167, a first valve body connection port 168, and a second valve body connection port 169, and a second shuttle valve 161 is integrated inside the air distribution module 160.

[0132] Specifically, the first main air connection port 162 is connected to the first air inlet of the second shuttle valve 161 and is used to connect to the first main air passage 130; the second main air connection port 163 is connected to the second air inlet of the second shuttle valve 161 and is used to connect to the second main air passage 140; the first pilot air connection port 164 and the second pilot air connection port 165 are both connected to the air outlet of the second shuttle valve 161 and are used to connect to the first pilot air passage 170 and the second pilot air passage 180, respectively; the first air conditioning connection port 166 and the second air conditioning connection port 167 are both connected to the air outlet of the second shuttle valve 161 and are used to connect to the air conditioning units of adjacent vehicle bodies, respectively; the first valve body connection port 168 and the second valve body connection port 169 are both connected to the air outlet of the second shuttle valve 161 and are used to connect to the third height valve 50 and the fourth height valve 60, respectively.

[0133] Specifically, the gas distribution module 160 is an integrated gas distribution valve block, which can be a block structure made of metal casting or machining. It has complex airflow channels inside and multiple standardized pipe connector interfaces on its outer surface. The module has a cavity cast or machined inside for installing a second shuttle valve 161 (which can be a cartridge valve core structure), and the second shuttle valve 161 is integrated inside the module. The first main air connection port 162 and the second main air connection port 163 are typically large-diameter interfaces, connecting to the vehicle's first main air passage 130 and the second main air passage 140 (usually located at the second end or middle of the vehicle body); the first pilot air connection port 164 and the second pilot air connection port 165 connect to the first pilot air passage 170 and the second pilot air passage 180 extending to both sides of the vehicle body; the first air conditioning connection port 166 and the second air conditioning connection port 167 connect to the air conditioning supply lines of adjacent vehicles (such as the rear of the front vehicle or the front of the rear vehicle), using the air source of the air spring system to provide air supply for the passenger compartment air conditioning; the first valve body connection port 168 and the second valve body connection port 169 connect to the air inlets of the third height valve 50 and the fourth height valve 60 via flexible hoses or rigid pipes. All air passages leading from the outlet of the second shuttle valve 161 (to the pilot air passage, air conditioning, and height valve) are in the same pressure system and share the air source selected by the second shuttle valve 161.

[0134] The highly integrated air distribution module 160 integrates the shuttle valve and multiple air branch interfaces at the second (or one) end of the vehicle body into a compact modular unit, greatly simplifying the air layout at the end of the vehicle body, reducing the number of external pipe joints and potential leakage points, and improving the system's integration and reliability. The modular design allows this part to be pre-assembled and tested in the workshop before being installed on the vehicle as a whole, improving production efficiency. By integrating the air conditioning connection port into this module, the air source of the air spring system and the air circuit of the vehicle's air conditioning system are reused, reducing the need for separate air source pipes for the air conditioning system and optimizing the overall vehicle air circuit layout. At the same time, the standardized interface design facilitates universal interchangeability between different models or different positions (front and rear vehicles), reducing the types and costs of spare parts. In addition, the integrated module also facilitates the centralized placement of auxiliary components such as filters and pressure regulators, improving the system's maintainability.

[0135] Furthermore, the air distribution module 160 is also provided with a first connection port 1610 and a second connection port 1611. The first connection port 1610 and the second connection port 1611 are used to connect to the first main air passage 130 and the second main air passage 140 of another adjacent vehicle body, respectively. The air distribution module 160 also integrates a third stop valve 1612, a fourth stop valve 1613 and a fifth stop valve 1614. The third stop valve 1612 is connected between the first connection port 1610 and the second shuttle valve 161. 2 is used to control the connection and disconnection of the first main air passage 130 of two adjacent vehicle bodies; the fourth plug 1613 is connected between the second connection port 1611 and the second shuttle valve 161, and the fourth plug 1613 is used to control the connection and disconnection of the second main air passage 140 of two adjacent vehicle bodies; the fifth plug 1614 is connected between the first main air passage 130 and the second main air passage 140 of the current vehicle body, and the fifth plug 1614 is used to control the connection and disconnection of the first main air passage 130 and the second main air passage 140 of the current vehicle body.

[0136] As can be seen, the first connection port 1610 and the second connection port 1611 are interfaces set on the air distribution module 160, which are used to connect with the air distribution module 160 or the end of the main air circuit of the adjacent vehicle (such as the previous vehicle or the next vehicle) to realize the air circuit connection when the train is assembled. The third plug valve 1612 is connected in series in the internal channel between the first connection port 1610 and the first air inlet of the second shuttle valve 161 (or related to the channel between the first main air connection port 162 and the second shuttle valve 161, depending on the air circuit logic), controlling the connection and disconnection of the first main air circuit 130 of this vehicle and the first main air circuit 130 of the adjacent vehicle; the fourth plug valve 1613 is connected in series in the channel between the second connection port 1611 and the second air inlet of the second shuttle valve 161, controlling the connection and disconnection of the second main air circuit 140 of this vehicle and the second main air circuit 140 of the adjacent vehicle; the fifth plug valve 1614 is a bridging valve, connected between the first main air circuit 130 and the second main air circuit 140 (can be connected inside or outside the module), used to control the connection or isolation between the two circuits. Each plug valve can be a manual ball valve, gate valve, or solenoid valve, and its operating handle or status indicator can be led to a convenient operating position on the module surface.

[0137] The first connection port 1610, the second connection port 1611, and the third and fourth plugs 1612 and 1613 enable reliable connection or safe disconnection of the first main air passage 130 and the second main air passage 140 between adjacent vehicles during train formation. When vehicles need to be coupled, opening the third and fourth plugs 1612 and 1613 will connect the main air passages of the entire train, forming a redundant air supply network at the train level. If the air source of any vehicle fails, other vehicles can provide support. When decoupling or isolation is required due to a fault in the air passage of a vehicle, closing the corresponding plug will disconnect the connection without affecting other vehicles. The fifth plug 1614 provides an emergency connection function between the first and second main air passages 130 and 140 within the vehicle. When one passage loses pressure while the other is normal, the fifth plug 1614 can be opened to mix air and maintain basic air supply pressure, or to balance the pressure of the two passages under special conditions. This integrated plug group design facilitates centralized management and operation, and improves the flexibility and safety of train formation and decoupling.

[0138] In addition, the gas distribution module 160 also integrates a sixth plug valve 1615 and a seventh plug valve 1616; the sixth plug valve 1615 is connected between the third height valve 50 and the second shuttle valve 161, and is used to control the connection and disconnection of the third height valve 50 and the second shuttle valve 161; the seventh plug valve 1616 is connected between the fourth height valve 60 and the second shuttle valve 161, and is used to control the connection and disconnection of the fourth height valve 60 and the second shuttle valve 161.

[0139] Inside the gas distribution module 160, a sixth plug valve 1615 and a seventh plug valve 1616 are connected in series on the gas path leading from the outlet of the second shuttle valve 161 (or the internal branch path leading from the first valve body connection port 168 and the second valve body connection port 169). The sixth plug valve 1615 is located in the internal channel between the first valve body connection port 168 connecting the third height valve 50 and the outlet of the second shuttle valve 161; the seventh plug valve 1616 is located in the internal channel between the second valve body connection port 169 connecting the fourth height valve 60 and the outlet of the second shuttle valve 161. These two plug valves can be small shut-off valves or solenoid valves, and their operating mechanisms can extend outside the module or be controlled by electrical signals.

[0140] The sixth and seventh plugs 1615 and 1616 enable individual isolation control of the third height valve 50 and the fourth height valve 60. When the third height valve 50 or the fourth height valve 60 malfunctions and needs to be repaired or replaced, the corresponding sixth or seventh plug can be closed to disconnect the height valve from the air circuit without shutting down the entire main air circuit or affecting the normal operation of other height valves, thus achieving fault isolation at the height valve level. During commissioning or testing, a single height valve can be tested under pressure or without pressure by closing the plug without affecting other parts of the system. In addition, under special operating conditions (such as when the vehicle is in a maintenance depot and the vehicle height needs to be locked), the air supply to the height valve can be cut off by closing the plug to prevent malfunction. This integrated design hides the plugs inside the module, protecting the valve components and maintaining the clean appearance of the vehicle.

[0141] In addition, to identify each stopper, a stopper nameplate is installed at each stopper. The nameplate contains the name of the stopper's function, such as "main air supply" or "height valve". The nameplate also indicates the stopper's ready state as "normally open" or "normally closed" and uses symbols to indicate the "open" and "close" operation directions.

[0142] In some embodiments, the air spring system further includes an air source device 190, which is connected to the first main air passage 130 and the second main air passage 140, and is used to supply air to the first main air passage 130 and the second main air passage 140.

[0143] It should be noted that the air source device 190 is a vehicle-grade compressed air supply system, typically located in the vehicle chassis or equipment compartment. It includes an air compressor, drive motor or power take-off unit, air dryer, oil-water separator, main air reservoir (air tank), and accessories such as safety valves and pressure switches. The air outlet of the air source device 190 is connected to the first main air passage 130 and the second main air passage 140 via pipelines, or first connected to the main air reservoir, from which two paths are drawn off as the first main air passage 130 and the second main air passage 140, respectively. The air source device 190 generates and stores compressed air that meets the pressure and cleanliness requirements, providing a power source for the entire air spring system and other air-using equipment (such as the braking system, doors, pantographs, etc.).

[0144] The air source device 190 provides an independent and reliable power source for the entire air spring system, ensuring that the air springs have sufficient air supply for charging and pressure maintenance under various operating conditions. The dual-output design (connecting the first main air passage 130 and the second main air passage 140) matches the system's redundancy design concept, allowing air to be supplied to the two main air passages separately or simultaneously. The dedicated air source device 190 can be optimized according to the air consumption characteristics of the air spring system (such as intermittent large air consumption), such as configuring a large-capacity main air cylinder to provide instantaneous large flow to meet the needs of rapid vehicle lifting or rapid leveling. At the same time, the air purification treatment (drying and filtering) in the air source device 190 ensures that the gas entering the air spring system is clean and dry, preventing pipeline corrosion and valve jamming, and improving the system's service life and reliability.

[0145] In this embodiment, the air source device 190 includes an air source module, an air compressor, and a post-processing module. The air compressor is electrically connected to the controller, the outlet end of the air compressor is connected to the inlet end of the post-processing module, and the outlet end of the post-processing module is connected to the air source module.

[0146] Specifically, an air compressor is an air compressor assembly (such as a piston, screw, or scroll type), driven by an electric motor or vehicle power system, responsible for converting mechanical energy into air pressure energy to produce compressed air. The post-processing module includes an air cooler, oil-water separator, air dryer (such as a dual-tower dryer, membrane dryer, or refrigerated dryer), and a precision filter, connected in series after the air compressor outlet to remove moisture, oil, particulate matter, and other impurities from the compressed air, ensuring the output air meets standard requirements. The air source module mainly refers to the main air reservoir or air storage tank assembly, used to store the post-processed compressed air, balancing fluctuations in the air compressor's supply and the system's air consumption, ensuring stable supply pressure. The controller can be a PLC, microcontroller, or dedicated control board, monitoring the pressure of the air source module through pressure sensors and automatically controlling the start and stop of the air compressor according to set pressure limits (e.g., starting at 750 kPa, stopping at 900 kPa), achieving automated management of the air supply. The air circuit connection sequence is as follows: atmospheric air - air compressor compression - post-treatment module purification - air source module storage - distribution to the first main air circuit 130 and the second main air circuit 140.

[0147] By integrating the air compressor, post-treatment module, and air source module, a complete and high-quality compressed air supply system is constructed. The post-treatment module effectively removes moisture and impurities from the compressed air, preventing corrosion of the internal pipelines of the air compressor system and ice blockage in cold environments, ensuring reliable operation of the system in low-temperature environments. The air source module's air storage and buffering function reduces the need for frequent start-stop of the air compressor, extends its service life, and can maintain system pressure during brief air compressor failures. The controller's automatic control capability enables unattended operation of the air source system, automatically adjusting the air supply according to actual air volume, achieving energy efficiency. At the same time, this modular design facilitates independent maintenance and replacement of each subsystem.

[0148] In summary, the air spring system with the above-described configuration fundamentally solves the blind spot problem in lateral height deviation control caused by the concentration of height valves along the car's centerline in existing maglev train or rail vehicle air spring systems. By distributing the height valves on both sides of the car's longitudinal centerline, height changes on both sides of the car can be directly sensed rather than indirectly calculated through the center position. This achieves active and balanced adjustment of the car's lateral height, significantly improving the vehicle's lateral stability. When the vehicle traverses a curve, the outer height valve automatically increases the air spring pressure to compensate for centrifugal forces, while the inner height valve correspondingly decreases its pressure, effectively suppressing the car's roll motion and reducing lateral acceleration transmission. The ride comfort index is significantly improved. For maglev trains, the independent controllability of the left and right heights of the car body ensures the uniform distribution of the suspension gap between the electromagnets on both sides and the track, avoiding the risk of excessively small (scratching risk) or excessively large (instability risk) suspension gaps on one side due to car body tilting, thus improving the safety margin and reliability of suspension control. At the same time, the four-valve independent control architecture enhances the system's adaptability to off-center loading conditions. When passengers are concentrated on boarding or alighting on one side or when cargo is unevenly loaded, the height valve on the corresponding side can respond in time and adjust independently without relying on the rigidity of the car body structure to resist the tilting moment, reducing the fatigue stress of the frame structure and extending the service life of the air springs and car body structure.

[0149] Meanwhile, by setting up dual main air paths, redundant air supply is provided for the air spring components of the air spring system. When the first main air path 130 fails (such as pipe rupture, blockage, or failure of the upstream air source), it can be immediately switched to the second main air path 140 to continue supplying air, ensuring that the air spring system will not fail due to a single point of air source failure, which greatly improves the reliability and availability of the system. The dual-path air supply design also makes it easy to isolate and repair one of the paths without affecting the normal operation of the vehicle. In addition, the design of two main air paths can also realize the diversion of air volume. When a large flow of air is required (such as rapid lifting of the whole vehicle or rapid lifting of a large load), both air supply paths can be used at the same time to increase the total flow and shorten the response time.

[0150] The rail vehicle provided in this application includes a car body and an air spring system disposed on the car body as described in the above embodiments.

[0151] It should be noted that the car body is the load-bearing structure of the rail vehicle, including the underframe, side walls, end walls, and roof. It is constructed of steel or aluminum alloy by welding or riveting, possessing sufficient strength and rigidity to support passengers, cargo, and onboard equipment. The air spring system is installed between the car body underframe and the bogie (or maglev module, suspension frame). The first air spring assembly 10 and the second air spring assembly 20 are directly or indirectly (via mounting brackets) supported under the first and second ends of the car body underframe. The first height valve 30, the second height valve 40, the third height valve 50, and the fourth height valve 60 are installed at corresponding positions on the car body underframe via brackets. The piping of each air spring circuit is arranged along the underframe or side walls and fixed with pipe clamps. The air source device 190 is typically installed in the equipment compartment in the middle or end of the car body underframe. The control cables (if any) of the air spring system are connected to the vehicle control system, and the pressure sensor signals are connected to the vehicle monitoring network.

[0152] Applying the aforementioned air spring system, featuring advanced characteristics such as independent four-valve control, dual-circuit redundant air supply, and integrated air circuit management, to rail vehicles significantly improves vehicle operation quality and safety performance. The matching design between the car body and the air spring system enables the vehicle to maintain a stable operating posture under various track conditions (straight lines, curves, and slopes) and load conditions, improving passenger comfort. The redundant design of the air spring system enhances vehicle availability and reliability, reducing operational interruptions caused by malfunctions. At the same time, the modular design of this air spring system facilitates adaptive modification and application on different rail vehicle platforms (such as subways, light rail, maglev trains, and intercity EMUs), demonstrating good versatility.

[0153] In some embodiments, the number of air spring systems and car bodies of the rail vehicle is at least two, with each air spring system and each car body being arranged in a one-to-one correspondence, and the air spring systems on two adjacent car bodies being interconnected.

[0154] In train formation, at least two cars (each containing a car body and a set of air spring systems) are connected by couplers, buffer devices, and connecting passages to form a train unit. The interconnection between the air spring systems of adjacent cars is mainly achieved through the air distribution module 160: the first connection port 1610 and the second connection port 1611 of the air distribution module 160 of the preceding car are connected to the corresponding interface (or the end of the main air passage) of the air distribution module 160 of the following car via flexible hoses or telescopic pipe connectors, thus connecting the first main air passage 130 and the second main air passage 140 between the two cars; simultaneously, the pilot air passage can also be connected in a similar way (or logically connected via electrical control lines). In this way, the first main air passage 130 of the entire train forms a continuous air supply loop, and the second main air passage 140 also forms an independent continuous loop, allowing each car's air spring system to operate independently while also sharing the train's overall air supply reserves.

[0155] By interconnecting the air spring systems of adjacent car bodies, a highly redundant air supply network at the train level is achieved. The entire train can share the air source devices 190 of all cars. When the air source device 190 of one car fails, the air sources of other cars can automatically supply air to the failed car through the connected main air circuit, ensuring that the air spring system of the failed car can still work normally, greatly improving the train's fault operation capability and safety. The multi-car interconnection also reduces the total power configuration of the air compressor required for the entire train, because the air sources of each car can be used as backups for each other, eliminating the need to configure the air source of each car according to the maximum demand, thus optimizing the energy consumption and equipment configuration of the entire train. At the same time, the interconnected air circuit at the train level facilitates centralized monitoring and unified management of the air spring system of the entire train. The pressure status of each air spring circuit of the entire train can be monitored through the central control system, and fault warning and health management can be carried out. In addition, this interconnected design also facilitates air circuit support for the train in rescue conditions, and the rescued car can obtain air source support from the rescue car through the connecting pipeline.

[0156] The air spring system and rail vehicle provided in this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are only for the purpose of helping to understand the solution and core ideas of this application. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of this application.

[0157] In the description of this application, it should be understood that relational terms such as first and second are used only to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

Claims

1. An air spring system, applied to rail vehicles, characterized in that, include: The first air spring assembly (10) and the second air spring assembly (20) are provided on both sides of the first end of the vehicle body, and the second air spring assembly (20) is provided on both sides of the second end of the vehicle body. The first height valve (30) and the second height valve (40) are respectively installed on both sides of the longitudinal centerline of the vehicle body to control the inflation and deflation of the first air spring assembly (10) on both sides of the first end of the vehicle body. The third height valve (50) and the fourth height valve (60) are respectively installed on both sides of the longitudinal centerline of the vehicle body to control the inflation and deflation of the second air spring assembly (20) on both sides of the second end of the vehicle body.

2. The air spring system as described in claim 1, characterized in that, Also includes: The first air spring circuit (70) has one end connected to the air outlet of the first height valve (30) and the other end connected to the first air spring assembly (10) on the first side of the first end of the vehicle body. The first air spring circuit (70) is used to supply air to the first air spring assembly (10) on the first side of the first end of the vehicle body. The second air spring circuit (80) has one end connected to the air outlet of the second height valve (40) and the other end connected to the first air spring assembly (10) on the second side of the first end of the vehicle body. The second air spring circuit (80) is used to supply air to the first air spring assembly (10) on the second side of the first end of the vehicle body.

3. The air spring system as described in claim 2, characterized in that, It also includes a first plug (90), which is connected between the first air spring circuit (70) and the second air spring circuit (80) and is used to control the connection and disconnection of the first air spring circuit (70) and the second air spring circuit (80).

4. The air spring system as described in claim 2, characterized in that, Also includes: The third air spring circuit (100) has one end connected to the air outlet of the third height valve (50) and the other end connected to the second air spring assembly (20) on the first side of the second end of the vehicle body. The third air spring circuit (100) is used to supply air to the second air spring assembly (20) on the first side of the second end of the vehicle body. The fourth air spring circuit (110) is connected at one end to the air outlet of the fourth height valve (60) and at the other end to the second air spring assembly (20) on the second side of the second end of the vehicle body. The fourth air spring circuit (110) is used to supply air to the second air spring assembly (20) on the second side of the second end of the vehicle body.

5. The air spring system as described in claim 4, characterized in that, It also includes a second plug (120), which is connected between the third air spring circuit (100) and the fourth air spring circuit (110) for controlling the connection and disconnection of the third air spring circuit (100) and the fourth air spring circuit (110).

6. The air spring system as described in claim 4, characterized in that, A first regulating valve is connected between the air outlet of the first height valve (30) and the air inlet of the first air spring circuit (70). The first regulating valve is used to control the exhaust rate of the first height valve (30). A second regulating valve is connected between the air outlet of the second height valve (40) and the air inlet of the second air spring circuit (80). The second regulating valve is used to control the exhaust rate of the second height valve (40). A third regulating valve is connected between the air outlet of the third height valve (50) and the air inlet of the third air spring circuit (100), and the third regulating valve is used to control the exhaust rate of the third height valve (50). A fourth regulating valve is connected between the outlet of the fourth height valve (60) and the inlet of the fourth air spring circuit (110), and the fourth regulating valve is used to control the exhaust rate of the fourth height valve (60).

7. The air spring system as described in claim 4, characterized in that, The first air spring circuit (70) is provided with a first pressure test point (71), the second air spring circuit (80) is provided with a second pressure test point (81), the third air spring circuit (100) is provided with a third pressure test point (101), and the fourth air spring circuit (110) is provided with a fourth pressure test point (111).

8. The air spring system as described in claim 4, characterized in that, The first air spring assembly (10) includes a plurality of first air spring units (11) and a plurality of second air spring units (12). Each first air spring unit (11) is used to be disposed on the first side of the first end of the vehicle body, and each second air spring unit (12) is used to be disposed on the second side of the first end of the vehicle body. The second air spring assembly (20) includes a plurality of third air spring units (21) and a plurality of fourth air spring units (22), each of the third air spring units (21) being disposed on the first side of the second end of the vehicle body, and each of the fourth air spring units (22) being disposed on the second side of the second end of the vehicle body; Each of the first air spring units (11) is connected to the first air spring circuit (70) through the first air spring control unit (13), each of the second air spring units (12) is connected to the second air spring circuit (80) through the second air spring control unit (14), each of the third air spring units (21) is connected to the third air spring circuit (100) through the third air spring control unit (23), and each of the fourth air spring units (22) is connected to the fourth air spring circuit (110) through the fourth air spring control unit (24).

9. The air spring system as described in claim 8, characterized in that, The first air spring control unit (13), the second air spring control unit (14), the third air spring control unit (23), and the fourth air spring control unit (24) all include an air circuit board (15), an intake valve (16), a first exhaust valve (17), and a second exhaust valve (18). The intake valve (16), the first exhaust valve (17), and the second exhaust valve (18) are all connected to the air circuit board (15). The air circuit board (15) is provided with an air spring inlet (151) and a pilot air inlet (152). The air spring inlet (151) is connected to the intake valve (16), and the pilot air inlet (152) is connected to the first exhaust valve (17) and the second exhaust valve (18).

10. The air spring system as described in claim 9, characterized in that, The air spring inlet (151) and the pilot air inlet (152) are respectively located on both sides of the air circuit plate (15), and the air circuit plate (15) is provided with a first mark and a second mark for marking the air spring inlet (151) and the pilot air inlet (152) respectively.

11. The air spring system as claimed in claim 1, characterized in that, It also includes a first main air passage (130) and a second main air passage (140), one of which is connected to the first height valve (30), the second height valve (40), the third height valve (50) and the fourth height valve (60) to supply air to the first height valve (30), the second height valve (40), the third height valve (50) and the fourth height valve (60).

12. The air spring system as described in claim 11, characterized in that, It also includes a first shuttle valve (150) and a second shuttle valve (161); the first air inlet of the first shuttle valve (150) is connected to the first main air passage (130), the second air inlet of the first shuttle valve (150) is connected to the second main air passage (140), and the air outlet of the first shuttle valve (150) is connected to the air inlets of the first height valve (30) and the second height valve (40); the first air inlet of the second shuttle valve (161) is connected to the first main air passage (130), the second air inlet of the second shuttle valve (161) is connected to the second main air passage (140), and the air outlet of the second shuttle valve (161) is connected to the air inlets of the third height valve (50) and the fourth height valve (60).

13. The air spring system as described in claim 12, characterized in that, It also includes a first pilot air passage (170) and a second pilot air passage (180); one end of the first pilot air passage (170) is connected to the outlet of the first shuttle valve (150), and the other end is connected to the outlet of the second shuttle valve (161). The first pilot air passage (170) is used to supply pilot air to each air spring control unit on the first side of the vehicle body; one end of the second pilot air passage (180) is connected to the outlet of the first shuttle valve (150), and the other end is connected to the outlet of the second shuttle valve (161). The second pilot air passage (180) is used to supply pilot air to each air spring control unit on the second side of the vehicle body.

14. The air spring system as described in claim 13, characterized in that, It also includes a gas distribution module (160), which is provided with a first main gas connection port (162), a second main gas connection port (163), a first pilot gas connection port (164), a second pilot gas connection port (165), a first air conditioning connection port (166), a second air conditioning connection port (167), a first valve body connection port (168), and a second valve body connection port (169), and the second shuttle valve (161) is integrated inside the gas distribution module (160); The first main air connection port (162) is connected to the first air inlet of the second shuttle valve (161) and is used to connect the first main air path (130). The second main air connection port (163) is connected to the second air inlet of the second shuttle valve (161) and is used to connect the second main air path (140). The first pilot air connection port (164) and the second pilot air connection port (165) are both connected to the air outlet of the second shuttle valve (161) and are used to connect the first pilot air path (170) and the second pilot air path (180) respectively. The first air conditioning connection port (166) and the second air conditioning connection port (167) are both connected to the air outlet of the second shuttle valve (161) and are used to connect the air conditioning systems of two adjacent vehicle bodies respectively. The first valve body connection port (168) and the second valve body connection port (169) are both connected to the air outlet of the second shuttle valve (161) and are used to connect the third height valve (50) and the fourth height valve (60) respectively.

15. The air spring system as described in claim 14, characterized in that, The air distribution module (160) is also provided with a first connection port (1610) and a second connection port (1611). The first connection port (1610) and the second connection port (1611) are used to connect to the first main air passage (130) and the second main air passage (140) of another adjacent vehicle body, respectively. The air distribution module (160) is also internally equipped with a third stop valve (1612), a fourth stop valve (1613) and a fifth stop valve (1614). The third plug (1612) is connected between the first connection port (1610) and the second shuttle valve (161) and is used to control the connection and disconnection of the first main air passage (130) of the two adjacent vehicle bodies; the fourth plug (1613) is connected between the second connection port (1611) and the second shuttle valve (161) and is used to control the connection and disconnection of the second main air passage (140) of the two adjacent vehicle bodies; the fifth plug (1614) is connected between the first main air passage (130) and the second main air passage (140) and is used to control the connection and disconnection of the first main air passage (130) and the second main air passage (140).

16. The air spring system as described in claim 14, characterized in that, The gas distribution module (160) also integrates a sixth plug (1615) and a seventh plug (1616); the sixth plug (1615) is connected between the third height valve (50) and the second shuttle valve (161) and is used to control the connection and disconnection of the third height valve (50) and the second shuttle valve (161); the seventh plug (1616) is connected between the fourth height valve (60) and the second shuttle valve (161) and is used to control the connection and disconnection of the fourth height valve (60) and the second shuttle valve (161).

17. The air spring system as claimed in claim 11, characterized in that, It also includes an air source device (190), which is connected to the first main air passage (130) and the second main air passage (140) and is used to supply air to the first main air passage (130) and the second main air passage (140).

18. The air spring system as claimed in claim 17, characterized in that, The air source device (190) includes an air source module, an air compressor, and a post-processing module. The air compressor is electrically connected to the controller. The outlet end of the air compressor is connected to the inlet end of the post-processing module, and the outlet end of the post-processing module is connected to the air source module.

19. A rail vehicle, comprising a car body, characterized in that, It also includes an air spring system as described in any one of claims 1-18, located on the vehicle body.

20. The rail vehicle as described in claim 19, characterized in that, The number of air spring systems and the number of vehicle bodies are both at least two, and each air spring system and each vehicle body are arranged in a one-to-one correspondence. The air spring systems on two adjacent vehicle bodies can be selectively connected to each other.

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