Railway vehicle mechanical-electrical integration impedance synthesis vibration reduction actuator, system and method

Abstract

The invention relates to a railway vehicle electromechanical integration impedance synthesis vibration reduction actuator, system and method, and the vibration reduction actuator comprises an electric cylinder actuator main body which comprises an electric cylinder housing, a lead screw nut which rotates in situ relative to the electric cylinder housing, and a lead screw push rod which is limited to rotate and is arranged in the lead screw nut in a penetrating manner; the lead screw nut is driven by the driving assembly to rotate and drives the lead screw push rod to stretch out and draw back in the axial direction. The integrated control box assembly is connected with the electric cylinder actuator main body and comprises a load control module; the load control module is connected with a circuit loop of the driving assembly and is used for adjusting an impedance parameter of the circuit loop; the load control module comprises at least one of a fixed-value resistor, a controllable resistor, a fixed-value inductor, a controllable inductor, a fixed-value capacitor and a controllable capacitor; the load control module synthesizes target mechanical impedance characteristics on the electric cylinder actuator body by adjusting elements connected to the circuit loop.

Description

Technical Field

[0001] This invention relates to the field of vibration damping actuator technology, and more particularly to an electromechanical integrated impedance synthesis vibration damping actuator, system, and method for rail vehicles. Background Technology

[0002] With the rapid development of rail transit technology towards higher speeds, lighter weight, and greater intelligence, train operating speeds are constantly increasing. This places extremely high demands on the vibration damping performance, safety, and ride comfort of the vehicle's suspension system. As a crucial link connecting the car body and bogies, the core function of the suspension system is to mitigate the impacts and vibrations caused by uneven track surfaces. Currently, rail vehicles mainly use passive or semi-active hydraulic dampers as the mainstream vibration damping elements, relying on the damping force generated by fluid flowing through throttling orifices to dissipate vibration energy.

[0003] However, traditional hydraulic damping technology has many inherent defects that are difficult to overcome in terms of physical limits and system application. First, due to the presence of a piston rod in the structure of a single-rod hydraulic damper, the effective working areas of the rod chamber and the rodless chamber are different. This results in an inherent asymmetry in the damping force generated during the stretching and compression strokes, even at the same speed. This asymmetry in physical characteristics is difficult to fully compensate for through valve system adjustments, affecting the vehicle's attitude control stability under specific disturbances. Second, hydraulic oil is extremely sensitive to temperature changes. When operating across regions with large temperature differences or when working continuously for extended periods, causing the oil temperature to rise, the oil viscosity will change significantly, leading to a large drift in damping characteristics, the so-called "thermal decay" phenomenon, which seriously affects the consistency of damping. In addition, hydraulic systems inevitably suffer from dynamic seal wear, which not only leads to the risk of oil leakage and pollution of the operating environment, but also poses a risk of complete damping failure once a leak occurs, resulting in high maintenance costs and difficult detection.

[0004] To address the limitations of hydraulic suspension, existing technologies have gradually developed active or semi-active suspension solutions based on electromagnetic principles, attempting to replace hydraulic cylinders with motor-driven mechanical transmission mechanisms. For example, existing technology such as CN107563001A discloses a planetary roller screw electromechanical actuator, which uses a rotary motor to convert rotational motion into linear motion via a screw. While such electromagnetic actuators solve the problems of oil leakage and asymmetry, they still have significant shortcomings in structural design and energy management. Specifically, existing electromechanical actuators typically lack effective electromechanical-thermal decoupling mechanisms, meaning the motor rotor often directly bears the vehicle's static gravity load. To maintain the vehicle's height or balance the static load, the motor must continuously output a large DC torque, causing it to operate under high load for extended periods, generating significant heat—the stall overheating problem. This not only significantly increases system energy consumption but also forces designers to choose larger, more powerful motors to handle the thermal load, contradicting the initial design goal of lightweight construction. In addition, in terms of control strategies, existing technologies mostly rely on traditional PID control or simple force closed-loop control, lacking the ability to flexibly adjust mechanical impedance characteristics (damping, stiffness, inertia capacitance), making it difficult to cope with complex and ever-changing wheel-rail contact conditions.

[0005] From the perspective of system-level applications of suspension systems, such as in anti-roll or anti-hunting control, existing technologies also face a contradiction between performance and structure. Traditional anti-roll systems mostly use passive mechanical torsion bars, whose stiffness is not adjustable. This means that while ensuring anti-roll stiffness to improve safety, the vehicle often sacrifices flexibility when navigating curves or dealing with torsional conditions, affecting safety indicators such as the derailment coefficient. Although existing technologies such as CN115782501A attempt to use hydraulic interconnected suspension systems to achieve variable stiffness control, such systems require complex cross-hydraulic pipelines, bulky hydraulic directional valve assemblies, and accumulators. This not only occupies valuable installation space on the bogie and increases unsprung mass, but also the inherent physical delay in fluid transmission in the hydraulic pipelines limits the system's response speed in active or semi-active modes, making it difficult to meet the millisecond-level dynamic control requirements of ultra-high-speed trains.

[0006] Therefore, there is an urgent need for a new type of vibration reduction system that can overcome the shortcomings of the aforementioned hydraulic and existing electromagnetic technologies, and possesses high integration, electromechanical-thermal decoupling capabilities, and flexible impedance control characteristics.

[0007] Furthermore, on the one hand, there are differences in understanding among those skilled in the art; on the other hand, the applicant studied a large number of documents and patents when making this invention, but due to space limitations, not all details and contents were listed in detail. However, this does not mean that the present invention does not possess the features of these prior art. On the contrary, the present invention already possesses all the features of the prior art, and the applicant reserves the right to add relevant prior art to the background art. Summary of the Invention

[0008] To address the shortcomings of existing technologies, the first aspect of this invention provides a mechatronic multi-mode vibration damping actuator, comprising: an electric cylinder actuator body, which includes an electric cylinder housing, a lead screw nut that rotates in situ relative to the electric cylinder housing, and a lead screw push rod that is restricted from rotation and passes through the lead screw nut; the lead screw nut rotates under the drive of a drive assembly and drives the lead screw push rod to extend and retract axially; an integrated control box assembly, which is connected to the electric cylinder actuator body and includes a load control module; the load control module is connected to the circuit loop of the drive assembly and is used to adjust the impedance parameters of the circuit loop;

[0009] The load control module includes at least one of a fixed resistor, a controllable resistor, a fixed inductor, a controllable inductor, a fixed capacitor, and a controllable capacitor; the load control module synthesizes the target mechanical impedance characteristics on the electric cylinder actuator body by adjusting the components connected to the circuit loop.

[0010] This invention utilizes the analogy between mechanics and circuits to solve the technical problems of traditional passive shock absorbers, such as limited functionality, unadjustable characteristics, and hydraulic systems prone to oil leakage and thermal degradation, by constructing a reconfigurable impedance network in the circuit domain. Specifically, through the flexible combination of resistors, inductors, and capacitors in the load control module, mechanical damping, mechanical stiffness, and mechanical inertia characteristics can be directly synthesized in the circuit domain. This achieves digital reconstruction of the mechanical properties of the suspension system, overcomes the shortcomings of traditional hydraulic shock absorbers such as unadjustable parameters and thermal degradation, and improves the vehicle's dynamic adaptability under complex wheel-rail disturbances.

[0011] According to a preferred embodiment, the drive assembly is a frameless motor, which includes a motor stator winding fixedly mounted on the inner wall of the electric cylinder housing and a permanent magnet rotor disposed on the outer peripheral surface of the lead screw nut; the lead screw nut is rotatably supported in the electric cylinder housing by bearings.

[0012] This invention employs a frameless motor design where the stator is fixed to the inner wall of the electric cylinder housing and the rotor is directly attached to the outer periphery of the lead screw nut, achieving deep integration of the drive unit and the transmission unit. Compared to traditional framed motors that use couplings or gears for transmission, this direct drive architecture eliminates mechanical backlash and transmission stiffness loss in intermediate transmission links, significantly improving the system's power density and dynamic response bandwidth. Simultaneously, the lead screw nut is rotatably supported within the electric cylinder housing via bearings, and combined with the large-area external stator windings, it provides a larger electromagnetic air gap area, thereby outputting higher electromagnetic torque within a compact space, meeting the dual requirements of high thrust and high-frequency response for rail vehicle suspension systems.

[0013] According to a preferred embodiment, the lead screw nut and the lead screw push rod are connected by a planetary roller screw assembly; the planetary roller screw assembly includes a plurality of planetary rollers distributed around the lead screw push rod, a cage, and a timing ring.

[0014] This invention utilizes a planetary roller screw assembly as the core transmission mechanism. Through multi-point line contact meshing between multiple planetary rollers, the screw, and the nut, it solves the problems of fatigue pitting and insufficient load-bearing capacity that ball screws are prone to when subjected to high-frequency heavy-load impacts unique to rail vehicles. This ensures transmission accuracy and reliability in high-speed reciprocating motion and significantly extends the service life of the actuator in harsh wheel-rail environments.

[0015] According to a preferred embodiment, the system further includes a flexible protective cover, one end of which covers the end of the electric cylinder housing, and the other end of which is connected to the protruding end of the lead screw push rod, for covering the protruding portion of the lead screw push rod. The flexible protective cover provided by this invention offers comprehensive physical isolation protection for precision moving parts, solving the problems of damage to the lead screw surface and seal failure caused by flying stones, mud and water corrosion, etc., in the bogie area of ​​railway vehicles.

[0016] According to a preferred embodiment, the end of the electric cylinder actuator body integrates a sensor and drive module base, which internally houses a position sensor for detecting the position information of the lead screw nut, a motion state sensor for detecting the motion state, and a fault monitoring sensor for monitoring faults. The aforementioned sensor and drive module base are electrically connected to the integrated control box assembly. Specifically, the position sensor is preferably a high-precision encoder for achieving micron-level monitoring of the lead screw phase; the motion state sensor is preferably an accelerometer for acquiring vibration signals; and the fault monitoring sensor may include a temperature sensor for real-time monitoring of the motor and circuit thermal state to prevent overheating failure.

[0017] By utilizing a built-in position sensor to achieve micron-level monitoring of the lead screw phase, and combining this with vibration signals acquired by a motion status sensor, precise feedback input is provided for impedance synthesis control. Simultaneously, integrated fault monitoring sensors can monitor the thermal status of the motor and circuitry in real time, preventing overheating failure. This modular, integrated sensing design simplifies external wiring harness layout, improves the anti-interference capability of signal transmission, and provides a data foundation for intelligent operation and maintenance and condition-based repair of vehicle suspension systems.

[0018] According to a preferred embodiment, the end of the lead screw is connected to a connecting bushing, which is a composite node with fixed or variable stiffness; the outer wall of the integrated control box assembly is provided with a wiring port for connecting external cables.

[0019] The wiring ports located on the outer wall serve as the sole channel for energy and information exchange, completely eliminating the need for oil pipe interfaces in traditional hydraulic systems, thus eliminating the risk of oil leakage. This makes the installation, commissioning, and maintenance of the system simple and efficient, aligning with the development trend of green rail transit.

[0020] A second aspect of the present invention provides an electrified interconnected suspension system for rail vehicles, comprising: at least two electromechanical vibration damping devices, respectively arranged at different suspension positions of the rail vehicle; each electromechanical vibration damping device includes a frameless motor capable of converting mechanical energy into electrical energy; connecting cables for establishing an electrical transmission channel between the at least two electromechanical vibration damping devices; and a zone controller configured to control the circuit connection relationship between the at least two electromechanical vibration damping devices.

[0021] The area controller is configured as follows:

[0022] In the first operating condition, the control connection cable is turned on, so that the electrical energy generated by the frameless motors of at least two electromechanical vibration damping devices interacts with each other to synthesize a coupled electromagnetic torque;

[0023] In the second operating condition, the control changes the circuit connection relationship to decouple the frameless motors of at least two electromechanical vibration damping devices.

[0024] The electrified interconnected suspension system constructed in this invention replaces traditional hydraulic interconnected pipelines with cable transmission and area controller scheduling, fundamentally solving the problems of control lag caused by fluid transmission delays and the difficulty of hydraulic system layout. By dynamically reconfiguring circuit connections through the area controller, instantaneous power coupling or decoupling can be established between different actuators according to vehicle operating conditions: under conditions such as roll, a huge coupling torque is synthesized through electrical energy interaction to suppress vehicle attitude; under stable operating conditions, decoupling is used to isolate vibrations. This "soft connection" technology based on electron flow overcomes the bandwidth limitations of hydraulic interconnected systems, achieving precise decoupling control of multimodal vehicle motion.

[0025] According to a preferred embodiment, the suspension system further includes a central controller, and the area controllers are communicatively connected to the central controller; the central controller is configured to send control commands to the area controllers to coordinate the operation of the electromechanical vibration damping devices in different areas based on the overall vehicle operation status and track information of the rail vehicle.

[0026] The central controller combines the route map information with the overall train operation status to coordinate and schedule the regional controllers. It can predict the conditions of curves or switches ahead and adjust the impedance characteristics of the front and rear bogie suspension systems in advance. For example, it can pre-establish anti-roll stiffness before entering a curve, realizing the control transition from "passive response" to "active feedforward", further improving the overall stability and ride comfort of the train.

[0027] According to a preferred embodiment, the electromechanical vibration damping device is arranged in at least one of the following positions: a primary suspension position arranged between the wheelset and the bogie frame; a secondary vertical or lateral suspension position arranged between the bogie frame and the vehicle body; or an anti-hunting mounting position arranged between the bogie frame and the vehicle body.

[0028] This invention achieves standardization of rail vehicle suspension hardware and software-defined functions by arranging universal electromechanical vibration damping devices in the primary suspension of wheelsets, the secondary suspension of the frame, and anti-hunting positions. The same hardware structure can achieve high-frequency filtering in the primary suspension, vibration damping support in the secondary suspension, and high / low stiffness switching for anti-hunting simply by adjusting control parameters. This multi-positional electrification replacement not only significantly simplifies spare parts management and supply chain complexity but also, through distributed collaboration throughout the vehicle, constructs a complete digital chassis system, significantly improving the vehicle's overall dynamic performance.

[0029] According to a preferred embodiment, the first operating condition includes the rail vehicle undergoing roll or pitch motion; when roll motion occurs, the area controller controls the electromechanical vibration damping devices located on the left and right sides of the same bogie to be electrically interconnected, so that the induced electromotive forces generated by them are coupled to each other to generate anti-roll torque.

[0030] When the vehicle rolls, the controller guides the interaction of the induced electromotive forces of the left and right actuators, instantly synthesizing a huge electromagnetic counter-torque in the circuit domain, which is equivalent to forming a virtual, variable-stiffness electromagnetic torsion bar. This control method not only responds quickly, but can also instantly disconnect the coupling under straight or tortuous road conditions, releasing torsional stress. Thus, while ensuring anti-roll safety, it maximizes the vehicle's flexible passage capability and derailment prevention safety.

[0031] According to a preferred embodiment, the connecting cable is also configured as an energy transmission channel; when one of the electromechanical vibration damping devices is in a power generation state, the electrical energy generated therefrom is transmitted through the connecting cable to another electromechanical vibration damping device in an energy consumption state, or to an energy storage unit.

[0032] This invention utilizes connecting cables as energy transmission channels to achieve internal energy circulation among multiple actuators, solving the problem of excessive energy consumption in active suspension systems. During vehicle operation, the electrical energy generated by actuators in compression and power generation states can be directly transmitted via cables to actuators in extension and power consumption states, or stored in energy storage units. This internal energy self-consistency mechanism significantly reduces the system's peak power demand on the onboard power grid and lowers reactive power losses, giving the active suspension system a higher energy efficiency ratio and green energy-saving characteristics.

[0033] A third aspect of the present invention provides an impedance synthesis vibration reduction method, applied to a vibration reduction device comprising a frameless motor and a load control module, the method comprising the following steps:

[0034] Acquire the operating status data of the vibration damping device; determine the vibration damping working mode based on the operating status data;

[0035] The integrated circuit controller is used to control the MOSFET switching action in the load control module to change the circuit network parameters connected to the frameless motor.

[0036] When it is necessary to synthesize mechanical damping characteristics, control the parameters of the connected fixed resistor or adjust the controllable resistor, and use the resistance characteristics to generate electromagnetic damping force.

[0037] When it is necessary to synthesize mechanical stiffness characteristics, control the parameters of the connected fixed inductor or adjust the controllable inductor to generate electromagnetic restoring force using the inductor characteristics;

[0038] When it is necessary to synthesize mechanical inertial capacitance characteristics, the parameters of the fixed capacitor or the controllable capacitor are controlled to generate electromagnetic inertial force using the capacitance characteristics.

[0039] The impedance synthesis vibration reduction method proposed in this invention transforms the complex mechanical vibration control problem into a precise circuit parameter adjustment problem by controlling the resistance, inductance, and capacitance parameters of the connected circuit, thus solving the problem that traditional mechanical component parameters cannot be adjusted online. This method is based on electromechanical analogy principles, using the energy dissipation characteristics of resistors to simulate mechanical damping, the current hysteresis characteristics of inductors to simulate mechanical stiffness, and the voltage hysteresis characteristics of capacitors to simulate mechanical inertia. This control logic allows the system to flexibly reconstruct its mechanical characteristics across the entire frequency band; for example, it exhibits high stiffness for stable posture in the low-frequency range and large inertia for shock isolation in the high-frequency range, thereby achieving a near-perfect and even superior mechanical vibration reduction performance at the principle level.

[0040] According to a preferred embodiment, the vibration reduction working modes include: passive mode: controlling the MOSFET switch to connect the fixed resistor to the circuit, and using the back electromotive force of the frameless motor to generate constant damping; semi-active mode: adjusting the resistance value of the controllable resistor according to the operating status data, and changing the damping coefficient in real time; active mode: using an external power supply to drive the frameless motor to output active control force; and energy feeding mode: feeding the electrical energy generated by the frameless motor back to the energy storage unit or vehicle power grid through the rectifier circuit.

[0041] The passive mode utilizes the back electromotive force of the motor to provide basic safety damping, ensuring driving safety under failure conditions; the semi-active mode adapts to different track spectra through parameter adjustment; the active mode actively suppresses severe disturbances using external electrical energy; and the energy-gathering mode recovers vibration energy. This multi-mode switching strategy enables the system to achieve the best balance between "performance priority" and "energy consumption priority" according to real-time road conditions, taking into account the vehicle's comfort, safety, and economy.

[0042] According to a preferred embodiment, the step of adjusting the parameters of a controllable resistor, controllable inductor, or controllable capacitor specifically includes: controlling the on / off state of a MOSFET switch using an integrated circuit controller, and achieving stepped adjustment of the equivalent parameters by changing the combination, quantity, or type of the fixed elements connected to the circuit; or, as a preferred method, achieving stepless adjustment of the equivalent parameters by adjusting the conduction time or state of the MOSFET switch. For example, the integrated circuit controller sends a pulse signal (such as a PWM signal) to the MOSFET switch connected in series with the fixed elements, and by adjusting the duty cycle of the signal, changes the connection time of the fixed elements per unit time, thereby synthesizing continuously variable equivalent resistance, equivalent inductance, or equivalent capacitance parameters on a time average.

[0043] According to a preferred embodiment, the method further includes a fail-safe step: when an integrated circuit controller failure or external power interruption is detected, the load control module is forcibly switched to passive mode, and a preset fixed resistor is connected to the circuit of the frameless motor to provide constant safety damping. This mechanism ensures that even in the event of a complete electronic system failure, the vehicle suspension system can still function like a traditional hydraulic shock absorber, preventing loss of vehicle attitude control and meeting the stringent fail-safe standards of the rail transit sector. Attached Figure Description

[0044] Figure 1 This is a schematic diagram of the overall structure of a preferred impedance synthesis vibration reduction system provided by the present invention;

[0045] Figure 2 This is a three-dimensional structural schematic diagram of a preferred integrated control box assembly provided by the present invention;

[0046] Figure 3 This is a schematic cross-sectional view of a preferred electric cylinder actuator body provided by the present invention;

[0047] Figure 4 for Figure 3 The diagram shows the state of the electric cylinder actuator body when it is in the extension stroke.

[0048] Figure 5 for Figure 3 The diagram shows the state of the electric cylinder actuator body when it is in the compression stroke.

[0049] Figure 6 This is a schematic diagram of the overall structure of a preferred lead screw and its end assembly provided by the present invention;

[0050] Figure 7 This is a three-dimensional structural schematic diagram of a preferred planetary roller screw assembly provided by the present invention;

[0051] Figure 8 This is a block diagram of the logic principle of the load control module provided by the present invention;

[0052] Figure 9 This is a schematic diagram of the circuit principle of the impedance synthesis network provided by the present invention;

[0053] Figure 10 This is a schematic diagram of the electromechanical coupling principle and partial cross-sectional structure of the system provided by the present invention;

[0054] Figure 11 This is a preferred side view of an actuator with a flexible protective cover provided by the present invention;

[0055] Figure 12 This is a schematic diagram of the installation arrangement of the system of the present invention, which replaces the traditional vertical and longitudinal dampers, on the bogie suspension assembly of a rail vehicle;

[0056] Figure 13 This is a schematic diagram of the installation arrangement of the system of the present invention, which replaces the traditional two-stage lateral damper, on the bogie of a rail vehicle;

[0057] Figure 14 This is a connection diagram of the dual-machine collaborative electrified interconnection suspension system based on circuit interconnection technology provided by the present invention;

[0058] Figure 15 This is a connection diagram of a multi-machine networked suspension system based on a hierarchical distributed control architecture provided by the present invention.

[0059] List of reference numerals

[0060] 100: Integrated control box assembly; 101: Load control module; 102: Wiring port; 103: Fixed load circuit unit; 104: Controllable load circuit unit; 111: Fixed resistor; 112: Fixed inductor; 113: Fixed capacitor; 114: Controllable resistor; 115: Controllable capacitor; 116: Controllable inductor; 117: MOSFET switch; 118: Integrated circuit controller; 119: Frameless motor; 120: Bidirectional converter; 200: Electric cylinder actuator body; 201: Connecting bushing; 202: Lead screw push rod; 203: Front cover; 204: 205: Electric cylinder housing; 206: Motor stator winding; 207: Permanent magnet rotor; 208: Lead screw nut; 209: Vibration damping pad; 200: Rear end cover; 210: Sealing assembly; 211: Angular contact bearing; 212: Planetary roller lead screw assembly; 213: Sensor and drive module mount; 214: Flexible protective cover; 221: Cage; 222: Planetary roller; 223: Lead screw shaft; 224: Synchronous gear ring; 300: Bogie suspension assembly; 401: Connecting cable; 402: Area controller; 403: Central controller; 501: Car body; 502: Bogie frame. Detailed Implementation

[0061] The following is a detailed explanation with reference to the accompanying drawings.

[0062] A preferred embodiment of the present invention provides an electromechanical multi-mode impedance synthesis vibration reduction system for rail vehicles. For example... Figure 1 As shown, the system is presented as a highly integrated, compact, independent electromechanical unit, its appearance mainly consisting of a longitudinally extending cylindrical main body and box-shaped components at the ends. The system is designed as a universal intelligent actuator capable of directly replacing existing passive vibration damping components in the suspension system of rail vehicles. Its core components include an electric cylinder actuator body 200 that serves as the mechanical power transmission unit, and an integrated control box assembly 100 tightly coupled to this body, responsible for electrical characteristic regulation and energy management.

[0063] like Figure 1 As shown, the electric cylinder actuator body 200 is the core execution component of this system. Its exterior is a rigid cylindrical structure, which not only serves as a dustproof and waterproof protective cover but also as the mounting base for the internal precision transmission mechanism and electromagnetic drive components. Inside the electric cylinder actuator body 200, a transmission mechanism based on a reverse-mounted planetary roller screw architecture is integrated. Unlike traditional hydraulic dampers that rely on fluid flow through a throttling orifice to generate damping, the electric cylinder actuator body 200 in this embodiment utilizes the principle of electromagnetic induction and the reversibility of mechanical transmission to achieve efficient bidirectional conversion between mechanical and electrical energy. This construction gives the electric cylinder actuator body 200 natural physical symmetry in both the tension and compression stroke directions, completely overcoming the damping force asymmetry problem caused by the different effective working areas of the rod-side and rodless chambers in traditional single-rod hydraulic dampers. It also eliminates the thermal decay phenomenon caused by changes in hydraulic oil viscosity due to temperature variations, as well as the risk of oil leakage failure caused by dynamic seal wear.

[0064] See Figure 3The integrated control box assembly 100 is located at one end of the electric cylinder actuator body 200, and is rigidly integrated with the outer housing of the electric cylinder via a flange or bolts. This layout design greatly shortens the electrical connection distance between the motor stator winding and the control circuit, effectively reducing line impedance and electromagnetic interference, thereby ensuring the system's agility and control accuracy in response to high-frequency vibrations, and achieving millisecond-level impedance reconstruction response. Furthermore, this end-positioned integration optimizes the heat dissipation path, allowing the heat generated by the control circuit and the motor to be effectively dissipated into the surrounding air through a common housing structure or independent heat dissipation channels. The integrated control box assembly 100 internally encapsulates the core impedance control network of this invention, namely the load control module (detailed in subsequent figures). This module no longer relies solely on traditional PID algorithms for control, but instead constructs a reconfigurable network of resistors, inductors, and capacitors in the circuit domain, utilizing the physical characteristics of electronic components to directly simulate and synthesize the damping, stiffness, and inertial capacitance characteristics of the mechanical system. Through the wiring ports on the integrated control box assembly 100, the system can connect to an external power source or vehicle bus via cables alone, eliminating complex hydraulic lines, pump stations, and valve assemblies. This greatly simplifies the bogie's piping layout, reduces unsprung mass, and eliminates noise problems caused by piping resonance. Specifically, see... Figure 3 In this embodiment, the lead screw nut 207 directly serves as the motor rotor, and the motor stator winding 205 is tightly fitted with the electric cylinder housing 204 to establish a direct heat conduction relationship. When the vehicle is running at high speed and generating severe vibrations, or when the motor is operating with high current in active control mode, this direct-drive structure without intermediate connections, combined with the heat capacity of the metal housing, can quickly conduct the Joule heat generated by the motor stator to the external airflow, avoiding the risk of permanent magnet demagnetization caused by heat accumulation in traditional electromechanical actuators.

[0065] This device can be flexibly installed in multiple locations on rail vehicles. For example, it can be placed between the traction motor and the frame to optimize motor vibration transmission; it can be placed between the wheelset and the frame to attenuate high-frequency wheel-rail impacts; it can also be placed between the frame and the car body as a vertical damper, lateral damper, or anti-hunting damper to improve ride comfort; it can even be placed at the connection between adjacent car bodies to control the relative movement between car bodies. Especially when used as an anti-hunting damper, the electric cylinder actuator body 200 can be adjusted by the integrated control box assembly 100 to exhibit low stiffness characteristics when the vehicle passes through curves at low frequencies to reduce wheel-rail wear, and high stiffness characteristics when the bogie is in high-frequency hunting motion to ensure vehicle stability, thus resolving the contradiction between low-frequency passability and high-frequency stability.

[0066] Furthermore, the system supports smooth switching between four-quadrant operating modes, which is the core manifestation of the collaborative operation between the integrated control box assembly 100 and the electric cylinder actuator body 200. In passive mode, when the external power supply is interrupted or the controller fails, the circuit logic within the integrated control box assembly 100 can automatically short-circuit the motor windings to a specific load, causing the electric cylinder actuator body 200 to operate in generator mode, providing constant electromagnetic damping to ensure safe guidance of vehicle operation. In semi-active and regenerative modes, the system can convert the mechanical energy of vibration into electrical energy for storage or feedback, achieving green energy saving. In active mode, the system utilizes external electrical energy to drive the electric cylinder actuator body 200 to actively output force to counteract complex circuit disturbances. This multi-mode switching capability is fully integrated into... Figure 1 The single mechanical unit shown does not require any additional external actuators.

[0067] like Figure 2 As shown, the integrated control box assembly 100 adopts a modular enclosure design. Its shell can be made of high-strength aluminum alloy or composite material with electromagnetic shielding function, which can create an electromagnetically compatible silent environment to prevent external strong electromagnetic fields from affecting the stability of internal control signals, and also prevent the high-frequency switching noise of internal power devices from radiating outwards. A load control module 101 is located within the internal space of the integrated control box assembly 100.

[0068] Unlike traditional controllers that only contain logic operation chips, the load control module 101 is a hybrid circuit system that deeply integrates power electronics and passive components. Specifically, the load control module 101 integrates basic circuit components such as resistors, inductors, and capacitors, as well as switching devices for changing the circuit topology. The initial design intention of this hardware architecture is to directly simulate the dynamic characteristics of mechanical systems using the physical characteristics of circuit components. Specifically, it uses the characteristic of resistors to convert electrical energy into heat energy to simulate mechanical dampers; it uses the characteristic of inductors to generate induced electromotive force that opposes changes in current to simulate the stiffness characteristics of mechanical springs; and it uses the characteristic of capacitors to store charge and the characteristic that voltage cannot change abruptly to simulate the inertial mass characteristics of mechanical inertial containers. In this way, the load control module 101 can reconstruct circuit parameters within a millisecond timescale to make the entire vibration reduction system exhibit any desired mechanical impedance characteristics.

[0069] The integrated control box assembly 100 has a wiring port 102 on its side. For example... Figure 2As shown, the wiring port 102 is a protruding cylindrical or bent tube-shaped interface. This design is intended to accommodate heavy-duty connectors specifically for rail transit, ensuring the reliability of electrical connections and waterproof sealing performance under severe vibration environments. The wiring port 102 is not merely a simple power input port; it serves as the physical channel for energy and information exchange between this system and the outside world. Through the wiring port 102, the load control module 101 can be connected to an external high-voltage DC bus to achieve active power supply or regenerative braking, or it can be connected to the vehicle control bus to receive upper-level control commands or upload status data.

[0070] According to a preferred embodiment, the design of the wiring port 102 supports an electrified interconnection technology solution. In traditional anti-roll or anti-hunting systems, complex hydraulic lines are often required on the bogie to connect the shock absorbers on both sides. However, this invention utilizes a specially designed cable led out from the wiring port 102 to achieve electrical interconnection between multiple actuators. For example, by connecting the wiring ports 102 of the left and right actuators with cables, the load control modules 101 of both are topologically coupled at the circuit level. When the vehicle undergoes a roll motion, the reverse currents generated by the motors on both sides interact, which can synthesize sufficient anti-roll torque in a very short time without the participation of any hydraulic fluid.

[0071] Preferably, the load control module 101 manages the input / output electrical energy at the wiring port 102, enabling the system to operate in four quadrants. In passive mode, when the system detects an external power supply abnormality or controller failure at the wiring port 102, the normally closed logic inside the load control module 101 automatically connects a specific set load to the circuit, using the motor's back electromotive force to generate constant safety damping, ensuring safe operation of the vehicle even in the event of a complete power outage. In semi-active mode, the load control module 101 adjusts the variable resistor in the circuit or changes the PWM duty cycle according to the built-in algorithm, changing the system's damping characteristics in real time to adapt to different track spectra. In active mode, energy enters through the wiring port 102, and the load control module 101 acts as an inverter to drive the motor to actively output power. In energy feeding mode, the load control module 101 acts as a rectifier, converting the absorbed vibration energy into clean DC power and feeding it back to the vehicle's power grid or energy storage unit through the wiring port 102.

[0072] like Figure 3 , Figure 4 and Figure 5 As shown, this is a preferred embodiment of the core actuator of the mechatronic multi-mode impedance synthesis vibration reduction system of the present invention. Figure 3 The internal precision mechanical structure and motion logic of the electric cylinder actuator body 200 are showcased. Figure 3This is a schematic diagram of the overall longitudinal section of the electric cylinder actuator body 200, which clearly reveals the assembly relationship of each component; Figure 4 This demonstrates the state of the electric cylinder actuator body 200 when it is at its maximum extension stroke. Figure 5 The image shows the state of the electric cylinder actuator body 200 when it is at its maximum compression stroke.

[0073] This embodiment adopts a highly integrated reverse planetary roller screw electric cylinder architecture. The difference between this architecture and the traditional electric cylinder is that it converts the rotational motion of the motor into the linear motion of the screw. However, it achieves a unique design of nut rotation and screw translation in structure, which greatly optimizes space utilization and improves the dynamic response capability of the system.

[0074] Combination Figure 3 The internal structure is detailed as follows: the electric cylinder actuator body 200 is externally encased by a rigid electric cylinder housing 204, which serves not only as the main load-bearing component but also as the base for the internal frameless motor. The motor stator winding 205 is tightly mounted on the inner wall of the electric cylinder housing 204 using an interference fit or heat-fitting process. Correspondingly, the permanent magnet rotor 206 is not mounted on a traditional motor spindle but is directly attached to or embedded in the outer circumferential surface of the lead screw nut 207. This design allows the lead screw nut 207 to simultaneously function as both a transmission nut and a motor rotor, achieving a deep physical integration of mechanical transmission components and electromagnetic drive components. When the integrated control box assembly 100 (see also...) Figure 2 When current is applied to the stator winding 205 of the motor, the resulting rotating magnetic field directly drives the lead screw nut 207 to rotate at high speed around its axis. The two ends of the lead screw nut 207 are suspended and supported inside the electric cylinder housing 204 by paired angular contact bearings 211, specifically positioned by one end near the front cover 203 and the other end near the bottom cover body (i.e., the lower support structure in the figure). The angular contact bearings 211 are selected to simultaneously withstand the radial force generated by the high-speed rotation of the lead screw nut 207 and the enormous axial load transmitted by the vehicle suspension system.

[0075] In the core transmission area, the planetary roller screw assembly 212 is housed inside the lead screw nut 207. Cooperating with it is the lead screw push rod 202 located on the central axis. In the reverse-mounted architecture of this invention, the lead screw push rod 202 restricts its rotational freedom by means of anti-rotation constraints between the connecting bushing 201 and the external mechanism, or by internal guide keys, retaining only axial movement freedom. Therefore, when the lead screw nut 207 rotates in place under electromagnetic force, the meshing action of the planetary rollers forces the lead screw push rod 202 to perform a linear motion along the axial direction, extending or retracting. The top end of the lead screw push rod 202 is connected to the connecting bushing 201 for mechanical connection with the frame or wheelset of the rail vehicle; the bottom end extends deep into the electric cylinder. To prevent external dust and moisture from entering the precision transmission cavity, a high-performance sealing assembly 210 is provided at the mating point between the front end cover 203 and the lead screw push rod 202. The sealing assembly 210 is typically made of wear-resistant, high- and low-temperature resistant special rubber or polytetrafluoroethylene composite material to adapt to the harsh operating environment of rail transit.

[0076] At the bottom of the system, the integrated control box assembly 100 is physically connected to the electric cylinder actuator body 200. Figure 3 The sensor and drive module housing 213 located at the bottom is shown. This housing integrates position sensors (e.g., high-precision encoders) for detecting the angular position of the lead screw nut 207, as well as motion sensors and fault monitoring sensors (e.g., acceleration sensors and temperature sensors) for monitoring system status. Data collected by these sensors is directly transmitted to the load control module 101 (see also...). Figure 2 This forms a closed-loop control system. To further block vibration transmission, vibration isolation pads 208 are also provided between the rear cover 209 and the internal core components to effectively filter out high-frequency noise.

[0077] Figure 4 and Figure 5 The two extreme operating states of the actuator are shown respectively. For example... Figure 4 As shown, when the motor drives the lead screw nut 207 to rotate in one direction, the lead screw push rod 202 extends outward to its maximum stroke. At this time, most of the lead screw push rod 202 is exposed outside the electric cylinder housing 204, but the internal thread engagement length still meets the rated load requirements. In this state, the system exhibits its maximum geometric length externally. Conversely, as... Figure 5 As shown, when the motor rotates in the reverse direction, the lead screw push rod 202 retracts to the right into the electric cylinder housing 204 until it reaches the mechanical limit. At this time, the lead screw push rod 202 is almost completely retracted into the cylinder body, and the system presents its minimum length to the outside. This full-stroke coverage capability from maximum extension to maximum compression enables this mechatronic vibration reduction system to adapt to the large displacement requirements of rail vehicles during cornering roll, vertical buoyancy, and serpentine motion.

[0078] like Figure 6 As shown in the figure, this diagram illustrates the key telescopic motion component assembly within the mechatronic multi-mode impedance synthesis vibration reduction system. This assembly serves as the physical medium for the bidirectional conversion and transfer of mechanical and electromagnetic energy. The telescopic motion component assembly employs a modular and highly integrated design concept, enabling it to function as an independent mechanical unit from the electric cylinder actuator body 200 (see Figure 200). Figure 1 The internal components can be completely extracted or installed, greatly facilitating the later maintenance and repair of the system.

[0079] The assembly mainly includes a connecting bushing 201 at the front end, a lead screw push rod 202 as the main transmission rod, and a planetary roller screw assembly 212 at the end. This structural layout is designed to accommodate the inverted planetary roller screw architecture used in this invention, wherein the lead screw push rod 202 is restricted to linear motion only, while the planetary roller screw assembly 212 at the end is responsible for connecting the external lead screw nut 207 (see...) Figure 3 The rotational driving force is converted into a powerful thrust or pull along the axial direction.

[0080] The connecting bushing 201 serves as the interface component for the physical connection between the actuator of this invention and the bogie of a rail vehicle, and it employs a composite node with fixed or variable stiffness. 。Preferably, the connecting bushing 201 can also adopt a ball joint design, which allows for a certain angle of deflection. This enables the lead screw push rod 202 to oscillate slightly with the vehicle body posture when the vehicle undergoes complex movements such as side roll and head sway, avoiding structural jamming or bending stress concentration caused by rigid connection. In the practical application of this embodiment, in order to ensure that the planetary roller screw assembly 212 can effectively convert the rotational motion of the lead screw nut 207 into the linear extension and retraction motion of the lead screw push rod 202, the lead screw push rod 202 needs to be restricted from rotation. Specifically, by utilizing the non-circular geometric fit or fixed connection between the connecting bushing 201 and the external mounting base (such as the vehicle body or frame interface of a rail vehicle), a circumferential locking relationship is established between the lead screw push rod 202 and the external environment. This external constraint restricts the degree of freedom of the lead screw push rod 202 to rotate with the nut, thereby forcing it to only perform reciprocating linear motion along the axial direction. Furthermore, the ends of the connecting bushing 201 and the lead screw push rod 202 are rigidly connected by threads or welding, ensuring zero backlash and high rigidity in axial load transmission, which helps to achieve high-frequency force servo control in active mode. To ensure that the rotation of the lead screw nut 207 can be converted into linear motion of the lead screw push rod 202, the lead screw push rod 202 is connected to the connecting bushing 201 in a torque-resistant manner. Specifically, a circumferential locking relationship is established between the lead screw push rod 202 and the external environment by utilizing the geometric constraints of the external mounting base (e.g., the car body or frame interface of a rail vehicle). This external constraint restricts the degree of freedom of the lead screw push rod 202 as it rotates with the nut, thus forcing it to only perform reciprocating linear motion along the axial direction.

[0081] See also Figure 6 The lead screw 202 is a slender cylindrical rod. Unlike traditional ball screw structures where the lead screw is typically a rotating component, in this embodiment, the lead screw 202 is the main non-rotating, translational output component. Its outer surface has undergone high-precision grinding and chrome plating, resulting in extremely low surface roughness. This is partly to cooperate with the sealing assembly 210 inside the front cover 203 (see...). Figure 3 This achieves a reliable dynamic seal, preventing external dust from entering the cylinder and also preventing internal grease leakage. Furthermore, the smooth surface reduces frictional resistance during telescopic movement, improving the system's mechanical efficiency. Preferably, the lead screw 202 can be designed as a solid rod structure. This is to ensure transmission rigidity and strength, and also to cooperate with the sealing assembly 210 within the front cover 203 (see...). Figure 3 This achieves a reliable dynamic seal, preventing external dust from entering the cylinder.

[0082] The planetary roller screw assembly 212 located at the end of the lead screw pusher 202 is not a simple nut, but a complex variant of a planetary gear system responsible for driving the motor rotor (i.e., the lead screw nut 207, see...) Figure 3The high-speed rotational motion of the lead screw is precisely, efficiently, and with high rigidity converted into high-thrust linear motion of the lead screw 202. (See also...) Figure 7 Compared with traditional ball screws, the planetary roller screw assembly 212 exhibits significant structural differences. It replaces the rolling of balls with the planetary motion of multiple planetary rollers 222. This design not only greatly increases the contact area but also fundamentally changes the way force is transmitted, making it an ideal choice for rail vehicles.

[0083] Specifically, in Figure 7 In this invention, the planetary roller screw assembly 212 mainly includes a centrally located screw shaft 223, a group of planetary rollers 222 arranged around it, a cage 221 for maintaining the spacing between the planetary rollers 222, and a synchronous gear ring 224 located at the ends. The screw shaft 223, shown as part of the screw push rod 202, has a surface machined with high-precision threads. Unlike the arc-shaped raceway of a ball screw, the thread profile of the screw shaft 223 is designed to provide the maximum axial bearing surface. In the reversed architecture of this invention, the screw shaft 223's rotational freedom is strictly limited, allowing only axial reciprocating movement. Its material is typically high-strength alloy steel, treated with induction hardening or carburizing to ensure its surface hardness can resist fretting wear under high-frequency micro-amplitude vibration.

[0084] Surrounding the lead screw shaft 223 are several planetary rollers 222. For example... Figure 7 As shown, the surface of each planetary roller 222 is also machined with threads that match the lead screw shaft 223. When the external lead screw nut 207 (see...) Figure 3 During rotation, the planetary rollers 222, driven by friction and gear meshing forces, rotate on their own axis and revolve around the central axis of the lead screw shaft 223. This combined motion creates numerous fine meshing points between the planetary rollers 222 and the lead screw shaft 223. Due to the curvature radius design of both, this contact, after deformation under load, exhibits line contact rather than the point contact of a ball screw. Numerous contact lines mean the load is distributed over a very large surface area. When subjected to the same vertical impact load from the wheel and rail, the contact stress generated inside the planetary roller screw assembly 212 is far lower than that of the ball screw, effectively preventing raceway indentation or fatigue spalling, and significantly extending the actuator's fatigue life. This is a crucial reliability guarantee for suspension components of rail vehicles that need to operate for millions of kilometers.

[0085] See also Figure 7The cage 221, through precise holes, constrains all planetary rollers 222 at equal intervals around the lead screw shaft 223. The cage 221 can be made of copper alloy or high-strength engineering plastic, and its design aims to prevent adjacent rollers from colliding or rubbing against each other during high-speed operation, ensuring smooth motion. Especially in active control mode, when the motor performs high-frequency forward and reverse switching to output active damping force, the cage 221 ensures that the roller assembly does not become scattered, guaranteeing the linearity of the dynamic response.

[0086] In planetary structures driven purely by friction, roller revolution lag may occur under high-speed, heavy-load conditions, leading to axial displacement errors. In this embodiment, spur or helical teeth are machined at both ends of the planetary rollers 222, ensuring they are always engaged with the synchronous gear ring 224 fixed within the lead screw nut 207. This forces a fixed ratio between the roller's revolution angular velocity and its rotation angular velocity. This design ensures extremely high position control accuracy, enabling the integrated control box assembly 100 (see...) to achieve... Figure 2 It can accurately calculate the micron-level displacement of the lead screw 202 by reading the values ​​of the motor encoder, providing a mechanical basis for achieving high-precision attitude control.

[0087] Furthermore, when track irregularities cause the lead screw pusher 202 to produce axial linear motion, this linear motion can be easily converted into the revolution of the planetary rollers 222 and the rotation of the lead screw nut, thereby driving the motor rotor to generate electricity. This characteristic is the physical premise for the energy feeding mode and passive electromagnetic damping of this invention. If the transmission mechanism is inefficient, mechanical energy will be dissipated into heat energy through friction and cannot be recovered; however, in this embodiment... Figure 7 The components shown ensure an efficient channel for bidirectional energy flow, which aligns with the design philosophy of green energy conservation.

[0088] like Figure 8 As shown, the load control module 101 is logically composed of two main parts: a fixed load circuit unit 103 and a controllable load circuit unit 104. The two work together through a specific circuit topology to construct a full-band, multi-dimensional impedance synthesis network.

[0089] The fixed load circuit unit 103 consists of a set of passive electronic components with fixed parameters, specifically including a fixed resistor 111, a fixed inductor 112, and a fixed capacitor 113. The fixed resistor 111 is the key component for achieving the basic damping characteristics. According to the principle of electromechanical energy conversion, when the motor is in generator mode, the generated back electromotive force voltage is proportional to the rotational speed. If the fixed resistor 111 is connected to the external circuit, the loop current is linearly related to the rotational speed, thereby generating an electromagnetic braking torque inside the motor that is opposite in direction and proportional in magnitude to the speed of motion. This torque, after being transmitted through the lead screw, manifests externally as a linear mechanical viscous damping force. Therefore, the presence of the fixed resistor 111 ensures that the system provides constant basic damping, similar to a passive hydraulic shock absorber, under any circumstances (including complete power failure or malfunction of the control system), ensuring the safety of vehicle operation. The fixed inductor 112 simulates the stiffness characteristics of a mechanical spring in the circuit. The physical characteristic of an inductor is that it impedes changes in current. When the current in a circuit attempts to change, the fixed inductor 112 generates an induced electromotive force to resist it. In a vibration system, this resistance to the rate of change of current manifests macroscopically as an elastic restoring force through phase transformation. By properly matching the parameters of the fixed inductor 112, a "virtual spring" can be constructed in the circuit domain. This virtual spring can store and release magnetic field energy like a physical steel spring, thereby sharing or adjusting the equivalent stiffness of the system. The fixed capacitor 113 has the characteristic of storing charge and its voltage cannot change abruptly; the change in voltage across its terminals lags behind the current. In an electromechanical coupling system, this specific relationship between voltage and charge makes the motor rotor exhibit a larger equivalent moment of inertia after connecting the fixed capacitor 113. This effect has a unique advantage in suppressing high-frequency micro-amplitude vibrations, equivalent to introducing an inertial flywheel that can absorb high-frequency fluctuations into the system, thus realizing the function of a mechanical inertial container.

[0090] See Figure 8The controllable load circuit unit 104 includes a controllable resistor 114, a controllable inductor 116, and a controllable capacitor 115. Unlike fixed components, the parameters of these controllable components are not static but can be adjusted in real time according to external commands. The controllable resistor 114 allows the system to dynamically adjust the damping coefficient. During vehicle operation, when the sensor detects significant track irregularities requiring strong damping to suppress vibration, or when traversing straight roads requiring weak damping to improve comfort, the system can instantly change the resistance value of the controllable resistor 114, thereby changing the energy consumption of the electromagnetic circuit and achieving stepless adjustment from soft damping to hard damping. This adjustment mechanism is entirely based on the physical characteristics of electronic components, eliminating the mechanical lag of hydraulic valve adjustments, and achieving a response speed in milliseconds. The controllable inductor 116 gives the system the ability to change stiffness. In traditional passive suspension, the spring stiffness cannot be changed once selected, making it difficult for the vehicle to simultaneously meet the performance requirements of no-load and full-load, low-speed and high-speed operation. By adjusting the inductance of the controllable inductor 116, this invention can reconstruct the stiffness characteristics of the suspension system online without replacing any mechanical components. For example, in anti-hunting applications, the effect of the controllable inductor 116 can be increased near the hunting resonance frequency point, giving the system extremely high dynamic stiffness to suppress instability, while maintaining low stiffness in other frequency bands to reduce wheel-rail wear. The controllable capacitor 115 provides variable inertial capacitance characteristics. By adjusting the capacitive load connected to the circuit, the natural frequency of the system can be changed to avoid the main excitation frequency of the track spectrum and prevent resonance.

[0091] In practical applications, the load control module 101 does not necessarily require all components to be connected simultaneously. Resistors, inductors, and capacitors can be independent of each other, or they can be connected in series, parallel, or in a mixed configuration. For example, when simulating a simple variable damping vibration damper, the circuit may only require a series combination of a fixed resistor 111 and a controllable resistor 114; when simulating a tuned mass damper (TMD), it may be necessary to connect resistors, inductors, and capacitors simultaneously to form a loop, utilizing the circuit's resonant characteristics to absorb mechanical vibration energy at a specific frequency.

[0092] like Figure 9 As shown, the core of this circuit topology lies in constructing a closed-loop impedance synthesis network with a frameless motor 119 as the energy and signal source, an integrated circuit controller 118 as the decision core, and a MOSFET switch 117 as the high-frequency actuator.

[0093] See Figure 9The frameless motor 119 is located on the left side of the circuit, with one end grounded and the other end connected to the high-voltage bus or common terminal of the circuit. In this embodiment, the frameless motor 119 mainly operates in generator mode, converting the mechanical vibration energy generated by the rail vehicle suspension system into electrical energy. In this mode, the frameless motor 119 is equivalent to a voltage source with internal resistance and back electromotive force in the circuit model. Multiple load branches are connected in parallel on the right side of the circuit, each with a specific physical impedance property. Three typical branches are exemplarily shown in the figure: a resistive branch containing a fixed resistor 111, an inductive branch containing a fixed inductor 112, and a capacitive branch containing a fixed capacitor 113. In addition to the aforementioned passive impedance branches, an active drive branch (labeled as bidirectional converter 120 in the figure) is also connected in parallel to support the active mode and power feeding mode of this system. This branch includes a power electronic topology (e.g., an H-bridge inverter circuit) capable of bidirectional power conversion. One end is connected to the frameless motor 119, and the other end is connected to an external high-voltage DC bus or energy storage unit via a wiring port 102. The integrated circuit controller 118 controls the switching action of this bidirectional converter 120, enabling it to either invert external power into AC to drive the frameless motor 119 as a motor, or rectify the AC power generated by the frameless motor 119 and feed it back to the DC bus. It is worth noting that the dashed ellipsis in the figure indicates the actual integrated control box assembly 100 (see [reference]). Figure 2 In this case, there can be N parallel branches, each of which can be configured with components of different parameter values, thereby constructing a larger impedance parameter matrix.

[0094] See also Figure 9 In each branch, a MOSFET switch 117, serving as a key control element, is connected in series with the corresponding load element. Unlike traditional mechanical relays, the MOSFET switch 117 has extremely high switching speed and extremely low on-resistance. The gates of these MOSFET switches 117 are directly connected to the integrated circuit controller 118 via control signal lines. It should be noted that, although... Figure 9 This simplified circuit diagram is intended to illustrate the principle of impedance synthesis. However, in actual hardware circuit design, those skilled in the art should understand that a freewheeling diode or buffer circuit is typically connected in parallel across the MOSFET switch 117 and the bidirectional converter 120 to release the reverse peak voltage generated by the inductive load during circuit switching, protecting the power devices from breakdown. This failure protection mechanism, based on the intrinsic characteristics of the physical components, ensures that even under extreme conditions of electronic system failure, the shock absorber can still provide basic electromagnetic damping, preventing undamped free oscillations in the vehicle's secondary suspension.

[0095] The integrated circuit controller 118 is a microprocessor unit that integrates signal acquisition, algorithm processing, and drive output. This system no longer relies on replacing physical components to adjust vibration damping parameters; instead, it achieves stepped or stepless adjustment through circuit control. Specifically, in stepped adjustment mode, the integrated circuit controller 118 can control the on / off state of the MOSFET switch 117, change the quantity and type of resistors, inductors, and capacitors connected in the circuit, or change their series-parallel combination (e.g., ...). Figure 8 The combination of the fixed load circuit unit 103 and the controllable load circuit unit 104 shown in the diagram allows for stepwise changes in the mechanical impedance characteristics of the system. As a preferred stepless adjustment embodiment, the integrated circuit controller 118 can also employ average value control or duty cycle modulation. Taking the branch containing the fixed resistor 111 as an example, the integrated circuit controller 118 can control the on / off ratio (i.e., duty cycle) of this branch per unit time by sending a pulse width modulation (PWM) signal to the corresponding MOSFET switch 117. When the MOSFET switch 117 is in a specific duty cycle on state, the equivalent resistance presented by the system changes on a macroscopic time scale. In this way, the integrated circuit controller 118 can synthesize any continuously adjustable equivalent resistance value within a range using the discrete fixed resistor 111, thereby achieving stepless adjustment of the damping force.

[0096] Similarly, for the branches containing the fixed inductor 112 and the fixed capacitor 113, the integrated circuit controller 118 can also adjust the effective inductive or capacitive reactance of the connected circuit by controlling the on / off state or switching frequency of its corresponding MOSFET switch 117. Regarding stiffness adjustment, when the vehicle needs greater anti-roll stiffness when traversing a curve, the integrated circuit controller 118 controls the MOSFET switch 117 connected to the fixed inductor 112 to conduct, utilizing the phase characteristic that the inductor current lags behind the voltage to generate an elastic restoring torque in phase with the displacement in the frameless motor 119. Regarding inertial capacitance adjustment, when it is necessary to suppress high-frequency wheel-rail impact, the controller conducts the branch connected to the fixed capacitor 113, utilizing the characteristic that the capacitor voltage lags behind the current to simulate a virtual mass effect and absorb high-frequency energy.

[0097] Preferably, the integrated circuit controller 118 not only controls the switches but also receives feedback signals from the sensors in real time. When a lateral vibration at a specific frequency is detected in the rail vehicle, indicating a precursor to hunting instability, the integrated circuit controller 118 immediately invokes the internally stored anti-hunting control algorithm to adjust the switching combination of each MOSFET switch 117 in a very short time. For example, it can simultaneously connect a specific combination of resistors and inductors to construct an impedance network with the maximum damping ratio for that hunting frequency, thereby quickly suppressing the instability trend without waiting for the hydraulic oil pressure to build up.

[0098] like Figure 10 As shown in the left sectional view, the motor stator winding 205 inside the electric cylinder actuator body 200 is interference-fitted or bonded to the inner wall of the housing and is in a stationary state; while the permanent magnet rotor 206 is directly attached to the internal rotating part (i.e., the lead screw nut 207, see...). Figure 3 On the outer wall of the rotor. This architecture, with the stator on the outside and the rotor on the inside, and the rotor directly carrying the mechanical transmission components, is the basis for achieving high power density electromechanical coupling.

[0099] When rail vehicles run on corrugated, worn tracks or pass through switches, the vibration of the wheels is transmitted through the connecting bushing 201 (see...). Figure 6 The energy is transmitted to the lead screw 202, and then, through the efficient reverse drive characteristics of the planetary roller screw assembly 212, the permanent magnet rotor 206 is forced to rotate at high speed relative to the motor stator winding 205. The rotating magnetic field generated by the permanent magnet rotor 206 cuts the coil conductors of the motor stator winding 205, thereby generating an induced electromotive force at both ends of the winding. This physical process signifies that the mechanical vibration energy has been successfully converted into electrical energy, providing an energy carrier for subsequent impedance synthesis control.

[0100] In the circuit diagram, the frameless motor 119 corresponds to the combination of the motor stator winding 205 and the permanent magnet rotor 206 in the physical view. When the system is working, the frameless motor 119 acts as a power source, supplying current to the load network on the right. This load network consists of multiple parallel branches, each controlled by the integrated circuit controller 118 via a MOSFET switch 117. The integrated circuit controller 118 can acquire voltage and current signals from the frameless motor 119 and vibration signals from external sensors in real time, and send precise drive pulses to each MOSFET switch 117 through an internal high-frequency algorithm. By controlling the on / off state and duty cycle of the resistor, inductor, and capacitor branches individually or simultaneously, the integrated circuit controller 118 can reconstruct the mechanical impedance characteristics of the entire system within milliseconds, making it behave as a high-damping vibration damper at one moment and as a dynamic vibration absorber at the next moment.

[0101] Combination Figure 3 He Ru Figure 11 The portion of the lead screw push rod 202 extending beyond the electric cylinder actuator body 200 and the integrated control box assembly 100 is covered by a cylindrical or tubular flexible protective cover 214. The flexible protective cover 214 can be made of composite materials such as rubber, alloy, or fiberglass to achieve a lightweight optimized design. As a preferred embodiment, to adapt to the harsh working conditions of rail transit, the rubber can preferably be a high-performance material such as thermoplastic polyurethane elastomer or hydrogenated nitrile rubber. One end of the flexible protective cover 214 covers the front end cap of the electric cylinder actuator body 200, and the other end connects to the connecting bushing 201 (see also...). Figure 6The rod end structure near the pole is tightly connected. This connection method makes the flexible protective cover 214 a follower component.

[0102] The main function of the flexible protective cover 214 is to construct a physical isolation layer, thereby completely isolating the lead screw push rod 202 and its mating sealing assembly 210 from the external environment. During the high-speed operation of the rail vehicle, the bogie area faces the impact of strong airflow at speeds exceeding 300 km / h, accompanied by ballast debris, sand, iron powder, and rain, snow, and frost kicked up by the wheels. Without effective protection, these hard particles can easily impact the precision-ground surface of the lead screw push rod 202 at high speed, causing tiny dents or scratches, affecting the sealing performance, and allowing external contaminants to penetrate the internal precision planetary roller lead screw assembly 212, resulting in mechanical jamming or wear. Figure 11 The flexible protective cover 214 shown completely encloses the lead screw 202 through its tubular structure, ensuring that the precision rod is never directly exposed to the atmosphere, whether the actuator is in the stretching or compression stroke.

[0103] Figure 12 This diagram illustrates the installation arrangement of the electric cylinder actuator body 200, as described in this invention, replacing the traditional passive hydraulic vibration damping system on the bogie suspension assembly 300 of a rail vehicle. The electric cylinder actuator body 200 near the wheelsets on both sides is installed vertically or nearly vertically. The electric cylinder actuator body 200 is installed longitudinally or at an angle at the connection between the bogie frame and the car body (i.e., the anti-hunting vibration damper mounting base on the rocker platform). Of course, this is not the only possible location for the electromechanical integrated multi-mode vibration damping actuator proposed in this patent; technicians can reasonably install and arrange it at any location requiring vibration damping, such as the wheelset, frame, or car body, according to the vibration damping needs.

[0104] like Figure 13 As shown, this preferred embodiment illustrates a mechatronic multi-mode impedance synthesis vibration reduction system in a rail vehicle bogie suspension assembly 300 (see...). Figure 12 Another key installation arrangement in this invention is a top-view layout scheme that replaces the traditional secondary lateral hydraulic shock absorber. Viewed from above, the bogie suspension assembly 300 mainly consists of a frame, wheelsets, primary suspension, and secondary air spring seats. The core of this invention, the electric cylinder actuator body 200, is arranged horizontally to replace the lateral shock absorber in the secondary suspension. This arrangement aims to precisely control the lateral movement of the car body relative to the bogie, a crucial factor in determining the lateral dynamics of high-speed trains and intercity trains.

[0105] like Figure 14As shown, this preferred embodiment illustrates a dual-machine collaborative mechatronics multi-mode impedance synthesis vibration reduction system based on circuit interconnection technology. This embodiment is mainly applied to the secondary suspension system of rail vehicles, especially in scenarios requiring multi-degree-of-freedom decoupling control of the relative motion between the car body 501 and the bogie frame 502. In terms of physical layout, Figure 14 Two identical electric cylinder actuator bodies 200 are shown, vertically mounted on the left and right sides (or front and rear ends) of the bogie, respectively. They are electrically and physically connected by an integrated control box assembly 100 at their bottom and a connecting cable 401 in the middle. This connection method is simpler than existing technologies such as the hydropneumatic damping system disclosed in CN221647482U, replacing the complex cross hydraulic lines, huge hydraulic threshold blocks, and heavy accumulators required by traditional anti-roll systems with only a few flexible cables.

[0106] like Figure 15 As shown in the diagram, this preferred embodiment illustrates a multi-machine networked mechatronic multi-mode impedance synthesis vibration reduction system based on a hierarchical distributed control architecture. The system architecture diagram clearly shows four electric cylinder actuator bodies 200 as basic execution units, respectively arranged at four key suspension points of the vehicle, for example, corresponding to the left and right secondary suspension positions of the two bogies at the front and rear of a car body. The four electric cylinder actuator bodies 200 and their associated integrated control box assembly 100 are responsible for processing millisecond-level high-frequency vibrations and executing low-level force servo or impedance synthesis commands. Each integrated control box assembly 100 has an independent sensor interface and power drive capability, ensuring that even in extreme cases of network communication interruption, it can still independently execute basic fail-safe strategies by switching to a fixed-value passive damping mode.

[0107] See also Figure 15In practical applications of rail vehicles, each bogie is preferably equipped with a zone controller 402. This controller is responsible for collecting data from all sensors on the bogie and coordinating the control of two or more actuators connected to that zone. The system also includes a central controller 403, which is usually located inside the car body or in the train network control system cabinet and is responsible for the attitude management and energy scheduling of the entire vehicle. Based on the vehicle's operating speed, track map information, and prediction of road conditions ahead, it issues macro-level control objectives to each zone controller 402. This fully electrified networked solution, compared to the intelligent hydraulic interconnected suspension system disclosed in CN115782501A, completely eliminates the complex hydraulic pipeline network, bulky hydraulic directional valve assembly, and easily leaking hydraulic joints. Instead, it uses lightweight, flexible, and easy-to-lay-out connecting cables 401. This not only significantly reduces the workload of bogie pipeline layout but also eliminates the phase lag problem caused by fluid transmission delay. The electrical signal propagates at an extremely high speed in the connecting cable 401, which greatly improves the response speed when it operates in active or semi-active mode, while reducing the impact of temperature on the system's vibration damping mechanical characteristics, thus effectively meeting the dynamic control requirements of ultra-high speed trains.

[0108] It should be noted that the specific embodiments described above are exemplary. Those skilled in the art can devise various solutions inspired by the disclosure of this invention, and these solutions all fall within the scope of this invention and its protection. Those skilled in the art should understand that this specification and its accompanying drawings are illustrative and not intended to limit the scope of the claims. The scope of protection of this invention is defined by the claims and their equivalents. This specification contains multiple inventive concepts; terms such as "preferredly," "according to a preferred embodiment," or "optionally" indicate that the corresponding paragraph discloses an independent concept. The applicant reserves the right to file divisional applications based on each inventive concept.

Claims

1. A mechatronic multi-mode vibration damping actuator, characterized in that, include: An electric cylinder actuator body (200) includes an electric cylinder housing (204), a lead screw nut (207) that rotates in place relative to the electric cylinder housing (204), and a lead screw push rod (202) that is restricted from rotation and passes through the lead screw nut (207); the lead screw nut (207) rotates under the drive of the drive assembly and drives the lead screw push rod (202) to extend and retract axially; an integrated control box assembly (100) is connected to the electric cylinder actuator body (200) and includes a load control module (101); the load control module (101) is connected to the circuit loop of the drive assembly and is used to adjust the impedance parameters of the circuit loop; The load control module (101) includes at least one of a fixed resistor (111), a controllable resistor (114), a fixed inductor (112), a controllable inductor (116), a fixed capacitor (113), and a controllable capacitor (115); the load control module (101) synthesizes a target mechanical impedance characteristic on the electric cylinder actuator body (200) by adjusting the components connected to the circuit loop.

2. The vibration damping actuator according to claim 1, characterized in that... The drive assembly is a frameless motor (119), which includes a motor stator winding (205) fixedly installed on the inner wall of the electric cylinder housing (204) and a permanent magnet rotor (206) disposed on the outer peripheral surface of the lead screw nut (207); the lead screw nut (207) is rotatably supported in the electric cylinder housing (204) by means of an angular contact bearing (211).

3. The vibration damping actuator according to claim 1 or 2, characterized in that, The lead screw nut (207) and the lead screw push rod (202) are connected by a planetary roller screw assembly (212); the planetary roller screw assembly (212) includes a plurality of planetary rollers (222) distributed around the lead screw push rod (202), a cage (221) and a synchronous gear ring (224).

4. The vibration damping actuator according to any one of claims 1 to 3, characterized in that, It also includes a flexible protective cover (214), one end of which covers the end of the electric cylinder housing (204), and the other end is connected to the protruding end of the lead screw (202) to cover the protruding part of the lead screw (202).

5. The vibration damping actuator according to any one of claims 1 to 4, characterized in that, The end of the electric cylinder actuator body (200) is integrated with a sensor and drive module base (213), which is equipped with a position sensor for detecting the position information of the lead screw nut (207), a motion state sensor for detecting the motion state, and a fault monitoring sensor for monitoring faults; the sensor and drive module base (213) are electrically connected to the integrated control box assembly (100).

6. The vibration damping actuator according to any one of claims 1 to 5, characterized in that, The end of the lead screw push rod (202) is connected to a connecting bushing (201), which is a composite node with fixed or variable stiffness; the outer wall of the integrated control box assembly (100) is provided with a wiring port (102) for connecting external cables.

7. An electrified interconnected suspension system for rail vehicles, characterized in that, include: At least two electromechanical vibration damping devices are respectively arranged at different suspension positions of the rail vehicle; each of the electromechanical vibration damping devices includes a frameless motor (119) capable of converting mechanical energy into electrical energy; A connecting cable (401) is used to establish an electrical transmission channel between the at least two electromechanical vibration damping devices; A zone controller (402) is configured to control the circuit connection relationship between the at least two electromechanical vibration damping devices; The area controller (402) is configured as follows: In the first operating condition, the connecting cable (401) is turned on, so that the electrical energy generated by the frameless motor (119) of the at least two electromechanical vibration damping devices interacts with each other to synthesize a coupled electromagnetic torque; In the second operating condition, the circuit connection relationship is changed by controlling the frameless motor (119) of the at least two electromechanical vibration damping devices to operate in decoupled mode.

8. The suspension system according to claim 7, characterized in that, It also includes a central controller (403), and the area controller (402) is communicatively connected to the central controller (403); the central controller (403) is configured to send control commands to the area controller (402) to coordinate the operation of the electromechanical vibration damping devices in different areas according to the overall vehicle operation status and line information of the rail vehicle.

9. The suspension system according to claim 7 or 8, characterized in that, The electromechanical vibration damping device is arranged in at least one of the following positions: a primary suspension position between the wheelset and the bogie frame (502); a secondary vertical or lateral suspension position between the bogie frame (502) and the vehicle body (501); or an anti-hunting mounting position between the bogie frame (502) and the vehicle body (501).

10. The suspension system according to any one of claims 7 to 9, characterized in that, The first working condition includes the rail vehicle undergoing roll or pitch motion; when roll motion occurs, the area controller (402) controls the electromechanical vibration damping devices located on the left and right sides of the same bogie to be electrically interconnected, so that the induced electromotive forces generated by them are coupled to generate anti-roll torque.

11. The suspension system according to any one of claims 7 to 10, characterized in that, The connecting cable (401) is also configured as an energy transmission channel; when one of the electromechanical vibration damping devices is in a power generation state, the electrical energy generated therefrom is transmitted through the connecting cable (401) to another electromechanical vibration damping device in an energy consumption state, or to an energy storage unit.

12. A method for impedance synthesis vibration reduction, characterized in that, The method for applying a vibration damping device to a frameless motor (119) and a load control module (101) includes the following steps: Acquire the operating status data of the vibration damping device; determine the vibration damping working mode based on the operating status data; The MOSFET switch (117) in the load control module (101) is controlled by the integrated circuit controller (118) to change the circuit network parameters connected to the frameless motor (119); When it is necessary to synthesize mechanical damping characteristics, control the parameters of the fixed resistor (111) or the controllable resistor (114) to generate electromagnetic damping force using the resistance characteristics. When it is necessary to synthesize mechanical stiffness characteristics, control the parameters of the fixed inductor (112) or adjust the controllable inductor (116) to generate electromagnetic restoring force using the inductor characteristics; When it is necessary to synthesize mechanical inertial capacitance characteristics, the parameters of the fixed capacitor (113) or the controllable capacitor (115) are controlled to generate electromagnetic inertial force using the capacitance characteristics.

13. The impedance synthesis vibration reduction method according to claim 12, characterized in that, The vibration reduction working modes include: passive mode: controlling the MOSFET switch (117) to connect the fixed resistor (111) to the circuit, and using the back electromotive force of the frameless motor (119) to generate constant damping; semi-active mode: adjusting the resistance value of the controllable resistor (114) according to the operating status data, and changing the damping coefficient in real time; active mode: using an external power supply to drive the frameless motor (119) to output active control force; energy feeding mode: feeding the electrical energy generated by the frameless motor (119) back to the energy storage unit or vehicle power grid through the rectifier circuit.

14. The impedance synthesis vibration reduction method according to claim 12 or 13, characterized in that, The steps of adjusting the parameters of the controllable resistor (114), controllable inductor (116), or controllable capacitor (115) specifically include: using the integrated circuit controller (118) to control the on / off state of the MOSFET switch (117), and by changing the combination, quantity, or type of the fixed elements connected to the circuit, to achieve stepless adjustment of the equivalent parameters; or, by adjusting the conduction time or state of the MOSFET switch (117), to achieve stepless adjustment of the equivalent parameters.

15. The impedance synthesis vibration reduction method according to any one of claims 12 to 14, characterized in that, The method further includes a fault-oriented safety step: when the integrated circuit controller (118) is detected to fail or the external power supply is interrupted, the load control module (101) is forcibly switched to passive mode, and a preset fixed resistor (111) is connected to the circuit of the frameless motor (119) to provide constant safety damping.

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