Air spring active control system and method, railway vehicle bogie

Abstract

The application discloses an air spring active control system and method and a rail vehicle bogie, and relates to the technical field of rail vehicle control; the system comprises a plurality of air springs arranged between a vehicle body and a bogie, a sensor assembly, an electric control unit and an actuator assembly, the actuator assembly comprises a throttle orifice electromagnetic valve and a tilting valve; the electric control unit executes a vertical vibration control mode and a tilting control mode, in the vertical vibration control mode, a modal control force of different vibration modes and a target damping force of each air spring are determined according to a vertical acceleration of the vehicle body, and the throttle orifice opening degree of the throttle orifice electromagnetic valve is controlled; in the tilting control mode, a target tilting angle and the lifting height of air springs on the left and right sides are determined according to the running information of the rail vehicle, and the tilting valve is controlled to inflate or deflate; the application can realize active electric adjustment of the damping and height of the air spring, and improve the accuracy and controllability of the vertical vibration and tilting control.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle control technology, and in particular to an active control system and method for air springs, and a rail vehicle bogie. Background Technology

[0002] The secondary suspension of rail vehicles is usually located between the car body and the bogie, and air springs are used to support the car body and reduce vibration. With the development of independent wheelset bogies and lightweight design, in addition to bearing the load of the car body, air springs also need to adapt to the changes in the car body's attitude such as floating, pitching, rolling and curves.

[0003] In existing technologies, air springs typically use mechanical components such as height valves and differential pressure valves for inflation, deflation, and height adjustment. The height valve mechanically compensates for air spring height changes based on vehicle posture, while the differential pressure valve automatically opens and closes based on the pressure difference between the left and right air springs. Their control conditions and operational processes are primarily determined by the mechanical structure, making it difficult to precisely and actively adjust the air springs according to the vehicle's real-time operating conditions. Furthermore, during vehicle operation, the vertical vibration of the vehicle body and the swaying motion during curve traversal have different control requirements. Existing air spring control methods cannot adjust air spring damping separately for different vibration modes of the vehicle body, nor can they actively control the raising and lowering of the left and right air springs based on vehicle operating information.

[0004] Therefore, how to effectively improve the accuracy and controllability of air spring control is a technical problem that needs to be solved by those skilled in the art. Summary of the Invention

[0005] The purpose of this invention is to provide an active control system and method for air springs and a bogie for rail vehicles, which improves the accuracy and controllability of air spring control.

[0006] To achieve the above objectives, the present invention provides the following technical solution: An active control system for air springs is applied in a rail vehicle, the rail vehicle including a car body, a bogie, and wheelsets, wherein the wheelsets are independent wheelsets; it includes multiple air springs, sensor assemblies, an electronic control unit, and actuator assemblies disposed between the car body and the bogie; the sensor assemblies are used to collect the vertical acceleration of the car body and the vertical displacement of the air springs; the actuator assemblies include a throttle orifice solenoid valve and a tilt valve; the electronic control unit is used to execute a vertical vibration control mode and a tilt control mode, wherein: In the vertical vibration control mode, the electronic control unit is used to determine the modal control force of different vibration modes of the vehicle body according to the vertical acceleration of the vehicle body, determine the target damping force of each air spring according to the modal control force, and control the throttle opening of the corresponding throttle solenoid valve according to the target damping force. In the tilt control mode, the electronic control unit is used to determine the target tilt angle and the lifting height of the air springs located on the left and right sides of the vehicle body according to the operation information of the rail vehicle, and control the corresponding tilt valve to inflate or deflate the air springs.

[0007] A rail vehicle bogie includes independent wheelsets, air springs, and an active control assembly for the air springs; the air springs are positioned between the rail vehicle body and the bogie when the bogie is mounted on the rail vehicle; the active control assembly for the air springs includes a sensor assembly, an electronic control unit, a throttle orifice solenoid valve, and a tilt valve. The electronic control unit is used to determine the modal control force corresponding to different vibration modes of the vehicle body based on the vertical acceleration of the vehicle body collected by the sensor assembly, determine the target damping force of the air spring based on the modal control force, and control the throttle opening of the throttle orifice solenoid valve based on the target damping force. The electronic control unit is also used to determine the target tilt angle and the lifting height of the air spring based on the operation information of the rail vehicle, and to control the tilt valve to inflate or deflate the air spring based on the lifting height.

[0008] An active control method for air springs in a vehicle, applied to a rail vehicle, the rail vehicle comprising a car body, a bogie, and independent wheelsets, wherein multiple air springs are disposed between the car body and the bogie, comprising the following steps: The vertical acceleration of the vehicle body, the vertical displacement of the air spring, and the operating information of the rail vehicle are obtained. The vertical vibration control mode is executed. The modal control force corresponding to different vibration modes of the vehicle body is determined according to the vertical acceleration of the vehicle body. The target damping force corresponding to each air spring is determined according to the modal control force. The throttle opening of the corresponding throttle solenoid valve is controlled according to the target damping force. The tilt control mode is executed. The target tilt angle is determined based on the operation information of the rail vehicle. The lifting height of the air springs located on the left and right sides of the vehicle body is determined based on the target tilt angle. The corresponding tilt valve is controlled according to the lifting height to inflate or deflate the air springs.

[0009] The active air spring control system provided by this invention, by installing multiple air springs between the car body and bogie of an independent wheelset rail vehicle, and configuring sensor components, an electronic control unit, and actuator components including a throttle orifice solenoid valve and a tilt valve, transforms the adjustment of the air springs from a mechanical passive response to an active electric control based on vehicle state information. In vertical vibration control mode, the modal control force corresponding to different vibration modes of the car body is determined by collecting the vertical acceleration of the car body, and then the target damping force of each air spring is determined by the modal control force. Based on this, the throttle orifice opening of the throttle orifice solenoid valve is electrically adjusted so that each air spring can adjust according to the actual vibration of the car body. In dynamic state, the corresponding damping adjustment amount is obtained, improving the pertinence and accuracy of damping control. In tilt control mode, the target tilt angle is determined by vehicle operation information, and the lifting height of the air springs on both sides is further determined. Then, the air springs are inflated or deflated by the tilt valves respectively, so that the vehicle body tilt can be actively adjusted according to the target tilt angle. Thus, the same air spring system can implement damping control and tilt control according to the vertical vibration state and the vehicle operation state respectively, realizing electric, active and precise adjustment of air spring damping and height, and improving the controllability and adaptability of air spring control under different vehicle operating conditions.

[0010] The active control system for air springs provided by this invention enables active electric adjustment of air spring damping and lifting height, improving the accuracy, controllability, and adaptability of vertical vibration and tilt control.

[0011] The rail vehicle bogie provided by this invention employs independent wheelsets and incorporates air springs between the car body and the bogie. It also includes sensor components, an electronic control unit (ECU), a throttle orifice solenoid valve, and a tilt valve, enabling the air springs to have active electronic control capabilities. The ECU determines the modal control force corresponding to different vibration modes based on the vertical acceleration of the car body collected by the sensor components, and further determines the target damping force of the air spring. This controls the opening of the throttle orifice solenoid valve, allowing the air spring damping to be adjusted according to the car body's vibration state, improving the targeting and accuracy of vertical vibration control. Simultaneously, the ECU determines the target tilt angle and the air spring's lifting height based on the rail vehicle's operating information, and controls the air spring's inflation or deflation via the tilt valve, allowing the air spring height to be actively adjusted according to the vehicle's operating state. Therefore, coordinated electric control of damping and tilt adjustment can be achieved within the same bogie air spring system, improving the accuracy, controllability, and adaptability of air spring control to different operating conditions.

[0012] The active control method for vehicle air springs provided by this invention acquires the vertical acceleration of the vehicle body, the vertical displacement of the air springs, and the operating information of the rail vehicle to provide corresponding vehicle vibration and operating parameters for active air spring control. In vertical vibration control mode, the modal control force for different vibration modes is determined based on the vertical acceleration of the vehicle body, and the target damping force for each air spring is further determined. This controls the opening of the corresponding throttle orifice solenoid valve, enabling the air spring damping to be actively adjusted according to the actual vibration state of the vehicle body, thus improving the targeting and accuracy of vertical vibration control. In tilt control mode, the target tilt angle and the lifting height of the air springs on the left and right sides are determined based on the operating information of the rail vehicle, and the tilt valve is controlled to inflate or deflate the air springs, enabling the tilt posture of the vehicle body to be actively adjusted according to the target state. Thus, by implementing damping adjustment and tilt adjustment separately through the same control method, the air spring control process is made electric, active, and precise, and the adaptability to different vehicle operating conditions is enhanced. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of the present invention or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 This is a schematic diagram showing the positions of the air springs, independent wheels, and bogies. Figure 2 A schematic diagram of a specific embodiment of the active air spring control system provided by the present invention; Figure 3 This is a schematic diagram showing the installation positions of each sensor in the active air spring control system provided by the present invention. Figure 4 This is a schematic diagram illustrating the calculation process of the control force component at the modal control level in the active air spring control system provided by the present invention. Figure 5 A flowchart illustrating a specific embodiment of the active control method for vehicle air springs provided by the present invention; Figure 6 A flowchart of the vertical vibration control mode in the vehicle air spring active control method provided by the present invention; Figure 7 A flowchart of the tilt control mode in the active control method for vehicle air springs provided by the present invention; Figure 8The flowchart illustrates the process of determining the modal control force corresponding to different vibration modes based on the vertical acceleration of the vehicle body in the active control method for vehicle air springs provided by this invention. Figure 9 The flowchart of the active control method for vehicle air springs provided by the present invention for determining the target damping coefficient based on the target damping force of the air spring and controlling the throttle orifice solenoid valve; Figure 10 The flowchart illustrates the determination of the target tilt angle based on the rail vehicle's operating information in the active control method for vehicle air springs provided by this invention. Figure 11 The flowchart illustrates the process of determining the lifting height of the air springs on the left and right sides of the vehicle body and controlling the tilt valve based on the target tilt angle in the active control method for vehicle air springs provided by this invention. Figure 12 The flowchart illustrates the tilt control triggering, height valve and differential pressure valve control, and target tilt angle correction in the vehicle air spring active control method provided by this invention.

[0015] Figure label: 100-Car body; 200-Bogie; 300-Independent wheelset; 400-Air spring; 401-Air spring body; 402-Auxiliary air chamber; 501-Vertical displacement sensor; 502-Vertical acceleration sensor; 600-Differential pressure valve; 700-Height valve; 800-Tilting valve; 900-Main air cylinder. Detailed Implementation

[0016] The core of this invention is to provide an active control system and method for air springs and a bogie for rail vehicles, which can significantly improve the control accuracy of air springs, realize electric control, and ensure smooth vehicle operation.

[0017] The following describes in detail the active control system for air springs, the bogie of a rail vehicle, and the active control method for air springs of the present invention, in conjunction with the structural composition, control principle, and various control processes of the present invention. It should be understood that the following embodiments are used to illustrate the technical concept of the present invention. The specific installation form, signal connection form, and control parameters between the various structures can be set according to the specific structure and operating conditions of the rail vehicle. Without departing from the technical concept of the present invention, the corresponding structures or control steps can be combined or adjusted.

[0018] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0019] Please refer to Figures 1 to 4In this embodiment, the active air spring control system is applied to a rail vehicle. The rail vehicle includes a car body 100, a bogie 200, and wheelsets, wherein the wheelsets adopt an independent wheelset 300 structure, and the independent wheelset 300 cooperates with the bogie 200 to form an independent wheelset 300 bogie 200. The car body 100 is supported on the bogie 200 by a secondary suspension, which may include components such as an air spring 400, a traction rod, and a secondary lateral shock absorber. In the embodiment that adopts a load-bearing, vibration-damping integration and lightweight design, the traditionally independently set anti-roll torsion bar can be eliminated, and the active control air spring 400 can undertake the vehicle's vertical vibration control, tilt control, and control functions related to roll motion.

[0020] The active control system for air springs includes multiple air springs 400, sensor components, an electronic control unit, and actuator components. The air springs 400 are positioned between the car body 100 and the bogie 200 to support the car body 100 and can change their height, stiffness, and damping characteristics by altering their internal gas state, airflow throttling state, and inflation / deflation state. The sensor components collect information characterizing the motion state of the car body 100, the air springs 400, and the operating state of the rail vehicle. The electronic control unit receives signals from the sensor components, processes and calculates the signals, and outputs control commands to the actuator components. The actuator components include at least a throttling orifice solenoid valve and a tilting valve 800, where the throttling orifice solenoid valve changes the throttling state of the airflow path of the air spring 400, and the tilting valve 800 controls the inflation or deflation of the air springs 400.

[0021] In this embodiment, the electronic control unit executes at least a vertical vibration control mode and a tilt control mode. The vertical vibration control mode mainly adjusts the damping of the air spring 400 according to the vertical vibration state of the vehicle body 100. The tilt control mode mainly adjusts the height of the left and right air springs 400 according to the vehicle's operating state and track conditions. Both control modes act on the air springs 400, but their control objects and control frequency bands are different. The vertical vibration control targets a relatively high vertical vibration frequency of the vehicle body 100, while the attitude change frequency corresponding to the vehicle tilting process is relatively low. Therefore, the electronic control unit can calculate the corresponding control quantities separately and perform the corresponding adjustments through different actuators.

[0022] In vertical vibration control mode, the sensor assembly collects vertical acceleration at more than 100 locations on the vehicle body; the electronic control unit (ECU) determines the modal motion state corresponding to different vibration modes of the vehicle body 100 based on multiple vertical acceleration signals, and further calculates the modal control force corresponding to each vibration mode; the ECU then decomposes and combines multiple modal control forces to determine the target damping force acting on different air springs 400; after obtaining the target damping force, the ECU determines the corresponding target damping coefficient based on the actual motion state of the air spring 400, and converts the target damping coefficient into the corresponding damping valve current control command; the throttle orifice solenoid valve changes the throttle orifice opening according to the damping valve current control command, thereby changing the throttling characteristics of the air spring 400 air path.

[0023] In tilt control mode, the electronic control unit (ECU) obtains vehicle speed, vehicle position, track information, and information related to the attitude of the vehicle body 100. Based on the corresponding operating information, the ECU determines whether the vehicle needs to enter tilt control, and determines the target tilt angle after entering tilt control. The target tilt angle is further converted into the required lifting height of the air springs 400 on the left and right sides of the vehicle body 100. The ECU controls the corresponding tilt valve 800 to inflate one side of the air spring 400 and deflate the other side of the air spring 400, or controls the corresponding air spring 400 to perform raising or lowering actions according to the target tilt direction. Through the height difference formed by the left and right air springs 400, the vehicle body 100 tilts accordingly relative to the vertical centerline of the track plane.

[0024] The active control system of the air spring 400 forms a closed-loop or feedback control structure consisting of sensor components, an electronic control unit, and actuator components. The sensor components provide the electronic control unit with vibration information of the vehicle body 100, vertical displacement information of the air spring 400, and vehicle operation information. The electronic control unit determines the damping adjustment amount and tilt adjustment amount according to the current vehicle state. The actuator components adjust the air spring 400 according to the control instructions of the electronic control unit. After the state of the air spring 400 changes, the vertical displacement, internal pressure, and motion state of the vehicle body 100 are detected again by the corresponding sensors, thus forming a continuous active electronic control process.

[0025] In some embodiments, the sensor assembly includes multiple vertical acceleration sensors 502 disposed at the bottom of the vehicle body 100. In order to obtain motion information of different vibration modes such as floating, nodding, and rolling of the vehicle body 100, at least one vertical acceleration sensor 502 is disposed at the front end, rear end, first side of the middle section of the vehicle body 100, and second side of the middle section of the vehicle body 100. The front end and rear end of the vehicle body 100 correspond to two measuring points spaced apart in the longitudinal direction of the vehicle body 100, and the first side and second side of the middle section of the vehicle body 100 correspond to two measuring points spaced apart in the transverse direction of the vehicle body 100. The first side and the second side can correspond to the left and right sides of the vehicle body 100, respectively. Their specific names are not limited to the absolute left or absolute right side in the direction of vehicle travel, as long as they are located on different sides of the transverse centerline of the vehicle body 100.

[0026] In one specific example, four vertical acceleration sensors 502 are provided at the bottom of the vehicle body 100; one vertical acceleration sensor 502 is provided at the first position end, one vertical acceleration sensor 502 is provided at the second position end, one vertical acceleration sensor 502 is provided on the first position side of the middle of the vehicle body 100, and one vertical acceleration sensor 502 is provided on the second position side of the middle of the vehicle body 100; the front vertical acceleration sensor 502 outputs the front vertical acceleration signal ACCF; the rear vertical acceleration sensor 502 outputs the rear vertical acceleration signal ACCR; the first vertical acceleration sensor 502 in the middle outputs the first vertical acceleration signal ACCML; and the second vertical acceleration sensor 502 in the middle outputs the second vertical acceleration signal ACCMR.

[0027] The front vertical acceleration signal ACCF and the rear vertical acceleration signal ACCR are mainly used to determine the common vertical motion component and the differential vertical motion component between two measuring points in the longitudinal direction of the vehicle body 100. When the front end and the rear end move in basically the same direction, it can characterize the overall floating and sinking motion of the vehicle body 100. When the front end and the rear end have vertical motions in opposite directions, it can characterize the nodding motion of the vehicle body 100. The middle first side vertical acceleration signal ACCML and the middle second side vertical acceleration signal ACCMR are used to characterize the vertical motion difference between the two sides of the vehicle body 100 in the lateral direction. When there are vertical motions in opposite directions or with different amplitudes on both sides, the roll mode related motion information can be extracted from them.

[0028] In addition to the vertical acceleration sensor 502 of the vehicle body 100, a vertical displacement sensor 501, also known as an air spring 400 vertical displacement meter, is also installed near each air spring 400. The vertical displacement sensor 501 is used to measure the vertical displacement or actual height of the corresponding air spring 400. During the vertical vibration control process, the vertical displacement signal can be obtained by the difference between adjacent sampling times to obtain the rate of change of the vertical displacement of the air spring 400. During the tilt control process, the vertical displacement signal is used to determine whether the left and right air springs 400 have reached the target lifting height determined by the target tilt angle.

[0029] Two different levels of state detection can be formed by measuring the acceleration of the vehicle body 100 and the displacement of the air spring 400; the acceleration sensor of the vehicle body 100 reflects the vibration and attitude motion state of the vehicle body 100; the vertical displacement sensor 501 reflects the actual motion state of the actuator; the electronic control unit determines the required control action based on the former, and then determines the control execution process and actual response state based on the latter.

[0030] In some implementations, the electronic control unit may functionally include a filtering unit, an integration unit, a modal operation unit, and a gain operation unit; each of these units may be implemented by a processor in the electronic control unit through a corresponding control program, or by a circuit module with corresponding signal processing functions; each functional unit performs signal processing and control quantity calculation sequentially according to the processing flow of the vertical acceleration signal.

[0031] The filtering unit receives the front vertical acceleration signal ACCF, the rear vertical acceleration signal ACCR, the first middle side vertical acceleration signal ACCML, and the second middle side vertical acceleration signal ACCMR, respectively, and performs bandpass filtering on each vertical acceleration signal. The corresponding frequency band signal used for vertical vibration control is retained through bandpass filtering. The filtered vertical acceleration signals are input to the integration unit. The integration unit integrates each vertical acceleration signal to obtain the front vertical vibration velocity, the rear vertical vibration velocity, the first middle side vertical vibration velocity, and the second middle side vertical vibration velocity.

[0032] After obtaining the vertical vibration velocities at each measuring point, the modal analysis unit combines the vertical vibration velocities of different measuring points. For the buoyancy mode of the vehicle body 100, the modal analysis unit combines the vertical vibration velocities of the front end and the rear end with the same sign. When the front and rear measuring points move upward or downward at the same time, the combination of the two with the same sign results in a larger common motion component. Therefore, this common motion component can be used as a characteristic quantity of the buoyancy mode vibration velocity. In one implementation, the vertical vibration velocities of the front end and the rear end can be directly added together. The proportional coefficient can be set separately or incorporated into the subsequent buoyancy mode control gain.

[0033] For the 100-point head-nodding mode of the vehicle body, the modal computing unit combines the vertical vibration velocities of the front end and the rear end with opposite signs. When the front end moves upward and the rear end moves downward, or the front end moves downward and the rear end moves upward, there are obvious differences between the front and rear measuring points. The motion component corresponding to the head-nodding mode can be extracted by the difference between the vertical vibration velocities of the front end and the rear end. Therefore, the vertical vibration velocities of the front end and the rear end can be combined with positive and negative signs to obtain the vibration velocity characterization quantity of the head-nodding mode.

[0034] For the roll mode of the vehicle body 100, the modal calculation unit combines the vertical vibration velocities of the first and second sides of the middle of the vehicle body 100 with opposite signs. When the vehicle body 100 rolls, the two sides of the vehicle body 100 usually have vertical movements with different directions or amplitudes. By calculating the difference between the vertical vibration velocities of the first and second sides of the middle, the vibration velocity characterization of the roll mode can be obtained. The corresponding positive and negative relationship is defined according to the positive roll direction of the coordinate system of the vehicle body 100. As long as the sign definition used for subsequent control force allocation is consistent with this coordinate system, it is acceptable.

[0035] After obtaining the vibration velocity characteristics of the buoyancy mode, the nodding mode, and the roll mode, the gain calculation unit performs calculations on the three vibration velocity characteristics with their corresponding control gains according to the Skyhook control principle. The buoyancy mode control force Force_B is obtained after calculating the vibration velocity characteristics of the buoyancy mode with the buoyancy mode control gain; the nodding mode control force Force_P is obtained after calculating the vibration velocity characteristics of the nodding mode with the nodding mode control gain; and the roll mode control force Force_R is obtained after calculating the vibration velocity characteristics of the roll mode with the roll mode control gain.

[0036] The corresponding control gain can be predetermined or calibrated based on the vehicle mass parameters, air spring 400 characteristics, and required control characteristics. In this embodiment, it is not required that the three modes use the same control gain. Floating, nodding, and rolling have different motion forms of the vehicle body 100, and control gains that match the corresponding modes can be used respectively. Force_B, Force_P, and Force_R represent the control force components at the modal control level, and do not correspond to the damping force ultimately output by a certain air spring 400. The three modal control forces need to be further distributed according to the positional relationship of the air spring 400 in the front, rear, left, and right of the vehicle body 100.

[0037] In some implementations, based on the secondary suspension arrangement between the vehicle body 100 and the two bogies 200, the air springs 400 involved in the control can be defined as the front right air spring 400FR, the front left air spring 400FL, the rear right air spring 400RR, and the rear left air spring 400RL; wherein the front and rear correspond to different longitudinal positions of the vehicle body 100, and the left and right correspond to different lateral positions of the vehicle body 100; when two air springs 400 are respectively set at each bogie 200, the front bogie 200 corresponds to the front left air spring 400 and the front right air spring 400, and the rear bogie 200 corresponds to the rear left air spring 400 and the rear right air spring 400, thereby forming four air spring 400 control positions for the whole vehicle.

[0038] The floating / sinking mode corresponds to the vertical movement of the vehicle body 100 in the same direction in all directions, so the floating / sinking mode control force Force_B is the common control component in the target damping force of the four air springs 400; the nodding mode corresponds to the vertical movement of the front and rear ends of the vehicle body 100 in opposite directions, so the nodding mode control force Force_P has opposite signs on the front air spring 400 and the rear air spring 400; the side roll mode corresponds to the vertical movement of the left and right sides of the vehicle body 100 in opposite directions, so the side roll mode control force Force_R has opposite signs on the left air spring 400 and the right air spring 400.

[0039] Under a specific control definition, the target damping force of each air spring 400 is determined according to the following relationship; Force_FR=Force_B-Force_P-Force_R; Force_FL=Force_B-Force_P+Force_R; Force_RR=Force_B+Force_P-Force_R; Force_RL=Force_B+Force_P+Force_R; Where Force_FR is the target damping force of the front right air spring 400; Force_FL is the target damping force of the front left air spring 400; Force_RR is the target damping force of the rear right air spring 400; and Force_RL is the target damping force of the rear left air spring 400.

[0040] The above allocation relationship converts the three vehicle body 100 modal control quantities into local target damping forces corresponding to the positions of the four air springs 400. When only the heave mode control requirement exists, Force_P and Force_R can be close to zero, and the four air springs 400 mainly contain Force_B control components in the same direction. When the nodding mode control requirement exists, the front air spring 400 and the rear air spring 400 obtain Force_P control components with opposite signs. When the roll mode control requirement exists, the left air spring 400 and the right air spring 400 obtain Force_R control components with opposite signs. When multiple vibration modes exist simultaneously in the actual vehicle, the three modal control forces are superimposed according to the above relationship to obtain the target damping forces corresponding to the four air springs 400 respectively.

[0041] To ensure consistency in the relationships between symbols, the vertical, pitching, and rolling directions of the vehicle body 100, as well as the position numbers of the four air springs 400, can be predefined during the initialization of the control program. This invention is not limited to a specific positive coordinate direction. As long as the modal operation process, the direction definitions of Force_B, Force_P, and Force_R, and the allocation relationships of Force_FR, Force_FL, Force_RR, and Force_RL remain consistent, the control principle described above can be followed.

[0042] In some implementations, after obtaining the target damping force corresponding to each air spring 400, it is also necessary to determine the required damping coefficient of the air spring 400 based on the current vertical motion state of the corresponding air spring 400; the vertical displacement sensor 501 set near each air spring 400 continuously obtains the vertical displacement of the air spring 400 according to a predetermined sampling period; let the vertical displacement of the air spring 400 measured at the current sampling time be Sn, the vertical displacement of the air spring 400 measured at the previous sampling time be Sn-1, and the sampling period be Tsam; the electronic control unit obtains the rate of change of the vertical displacement of the air spring 400 Vair according to the following formula; Vair = Sn - Sn-1 / Tsam; The above calculation is equivalent to performing discrete differentiation on the vertical displacement of the air spring 400 using the difference in vertical displacement between adjacent sampling times; Vair is used to characterize the current vertical motion velocity of the air spring 400; after obtaining the target damping force F and the rate of change of the vertical displacement of the air spring 400 Vair, the target damping coefficient CAir is determined according to the relationship between the damping force, the damping coefficient, and the relative motion velocity; in a specific implementation, it is calculated according to the following formula; CAir = -F / Vair; Where F is the target damping force corresponding to the current air spring 400; the negative sign is related to the definition of the control force and the vertical movement direction of the air spring 400, and is used to form a damping effect that matches the required damping control direction; since the air spring 400 and the throttling mechanism have an achievable damping range, the damping cannot be adjusted indefinitely according to the calculation results; the electronic control unit sets a preset minimum damping coefficient CAir_min and a preset maximum damping coefficient CAir_max, and limits the calculated target damping coefficient.

[0043] When the target damping coefficient calculated according to -F / Vair is between CAir_min and CAir_max, the calculated value can be used as the target damping coefficient; when the calculated value exceeds the corresponding upper or lower limit, the target damping coefficient is limited to the corresponding boundary value; thereby keeping the target damping coefficient within the damping range that the air spring 400 and its throttling device can achieve.

[0044] After determining the target damping coefficient after amplitude limiting, the electronic control unit generates a damping valve current control command based on the predetermined correspondence between the target damping coefficient and the control current of the orifice solenoid valve. The orifice solenoid valve changes the effective opening of the orifice according to the control current. After the orifice opening changes, the gas flow resistance between the air spring 400 and the corresponding air chamber changes, thereby adjusting the equivalent damping of the air spring 400. The electronic control unit cyclically executes vertical displacement acquisition, Vair calculation, target damping coefficient calculation, damping range limitation, and orifice control according to the sampling cycle, so that the damping of the air spring 400 can be continuously and actively electrically adjusted according to the vibration state of the vehicle body 100.

[0045] When the vertical displacement of the air spring 400 changes at a small rate, the data processing rules set in the control program can be combined to avoid abnormal calculation of the target damping coefficient due to the excessively small speed value. This processing is used to ensure the numerical stability of the control algorithm, and its specific threshold can be determined according to the actual parameters of the air spring 400 and the sampling system. Regardless of the numerical processing method used, the basic control logic of determining the damping control quantity based on the target damping force and the vertical motion state of the air spring 400, and changing the damping of the air spring 400 using the throttle orifice solenoid valve is maintained.

[0046] In some implementations, the sensor assembly may further include a vehicle speed sensor and a gyroscope; the vehicle speed sensor is used to obtain the vehicle speed of the rail vehicle; the gyroscope is used to obtain information that can characterize the vehicle's attitude, angular motion, or the vehicle's curved running state; in addition to the information directly acquired by the sensors, the electronic control unit may also obtain vehicle position and track information; the track information may include curve information and tilt angle information corresponding to the position of the track where the vehicle is located or is about to enter.

[0047] The target tilt angle can be determined using one or more pieces of information. The first method is to directly obtain the tilt angle corresponding to the relevant line section based on the line information. The second method is to calculate the current or target tilt angle of the vehicle based on the vehicle speed and gyroscope signal. The third method is to determine the specific position of the vehicle on the line based on the real-time position of the vehicle, and then obtain the tilt angle corresponding to that specific position from the line information. Among these methods, the tilt angle obtained after the vehicle position is matched with the line information can further reflect the tilt requirements of the specific line position of the vehicle.

[0048] In actual control, the electronic control unit can select one of the methods according to the vehicle's operating conditions, or it can combine multiple methods to determine the target tilt angle. For example, the basic target tilt angle can be provided by the route information, and then combined with the vehicle's position to form a dynamic calculation quantity using the vehicle speed and gyroscope signal. This embodiment does not limit the specific fusion algorithm between multiple information, but the target tilt angle should correspond to the current or upcoming route conditions and the vehicle's operating state.

[0049] After the target tilt angle is determined, the electronic control unit decomposes the height change of the left and right air springs 400 according to the target tilt angle. The tilt of the vehicle body 100 is achieved by the height difference formed by the left and right air springs 400. Therefore, the target tilt angle can be converted into the corresponding lifting height signals of the first and second air springs 400 of the vehicle body 100. When the target tilt direction requires the vehicle body 100 to tilt to the first side, the first air spring 400 can be lowered and the second air spring 400 can be raised according to a predetermined relationship, or a lifting combination corresponding to the vehicle's air circuit structure and the positive tilt direction can be adopted. When the target tilt direction is opposite, the corresponding lifting relationship is reversed.

[0050] Tilting control can not only determine the tilt angle, but also determine the tilt start time based on the vehicle position and track conditions. When the vehicle is about to enter a curved section that requires tilting, the starting conditions for tilting control can be determined based on the vehicle position, vehicle speed and track information. After the corresponding conditions are met, the electronic control unit enters the tilting control process and sends control commands to the corresponding tilt valve 800.

[0051] In some implementations, the air spring 400 air circuit is also equipped with a height valve 700 and a differential pressure valve 600. In a conventional air spring 400 system, the height valve 700 can inflate or deflate accordingly with changes in vehicle posture or air spring 400 height to compensate for the height of the air spring 400. The differential pressure valve 600 can activate when the pressure difference between the left and right air springs 400 reaches a certain state. During active tilting, the left and right air springs 400 need to actively form a height difference, thereby creating a certain pressure difference. Therefore, if the height valve 700 and the differential pressure valve 600 still operate according to the original mechanical action logic, it may change the height difference or pressure difference intentionally formed by the active tilting control.

[0052] Therefore, in this embodiment, when the vehicle enters the tilt control trigger state, the height valve 700 and the differential pressure valve 600 are coordinated and controlled. The electronic control unit can determine the attitude change of the vehicle body 100 based on the gyroscope signal, determine whether the vehicle is passing through or about to pass through a curved road section based on the vehicle speed and route information, and determine whether the tilt control trigger conditions are met based on the left and right tilt state of the vehicle body 100, the curve radius, and other information. Only when the tilt control trigger conditions are met and active tilt control is entered, the height valve 700 and the differential pressure valve 600, which are matched with the active tilt, are controlled.

[0053] After the tilt control is triggered, the height valve 700 is closed, preventing it from automatically compensating for changes in the height of the air spring 400 caused by the active tilt; the differential pressure valve 600 is closed, preventing the pressure difference actively generated by the left and right air springs 400 from being eliminated or changed by the action of the differential pressure valve 600; in this state, the raising and lowering of the air spring 400 is mainly controlled by the electronic control unit through the tilt valve 800, so that the mechanical valves do not conflict with the active electronic tilt process.

[0054] During the lifting and lowering process of the left and right air springs 400, the vertical displacement sensor 501 near each air spring 400 continuously measures the actual vertical displacement or actual height of the air spring 400; the electronic control unit compares the actual vertical displacement with the lifting and lowering height determined by the target tilt angle; when the air spring 400 has not yet reached the required height, it continues to control the corresponding tilt valve 800 to inflate or deflate; when the air spring 400 reaches the required height, it controls the corresponding tilt valve 800 to close or stop the corresponding inflation and deflation action; through the above displacement feedback, the tilt control is transformed from an open-loop control that is only executed according to the target command to a control process that has at least the height feedback of the air spring 400.

[0055] During the tilting process, the unbalanced centrifugal acceleration of the vehicle body 100 can be obtained in real time; the electronic control unit uses the unbalanced centrifugal acceleration of the vehicle body 100 to correct the target tilt angle or the current tilt control amount; through the initial determination of the target tilt angle, the actual height feedback of the air spring 400 and the correction of the unbalanced centrifugal acceleration, a multi-layered feedback relationship can be formed from the target tilt amount to the actual execution state and then to the vehicle motion response.

[0056] In some embodiments, the sensor assembly also includes a pressure sensor; the pressure sensor is configured to detect the internal pressure of the corresponding air spring 400; during the active control of the air spring 400, changes in the orifice opening, the inflation and deflation of the tilt valve 800, and changes in the height of the air spring 400 may all be accompanied by changes in the internal pressure state of the air spring 400; therefore, the internal pressure signal obtained by the pressure sensor can be used as feedback information to determine whether the control process of the air spring 400 meets expectations.

[0057] During vertical vibration control, the electronic control unit can acquire the internal pressure signal of the air spring 400 and use it together with the vertical displacement of the air spring 400 and the damping control command to monitor the state of the air spring 400. During tilt control, the inflation of one side of the air spring 400 and the deflation of the other side of the air spring 400 will create corresponding pressure changes and left-right pressure differences. The pressure sensor can obtain the above pressure changes and provide feedback status for the tilt control process. This embodiment does not limit the direct modification of each damping control command or each tilt control command through the pressure signal, but at least uses the pressure signal to monitor the active control process of the air spring 400.

[0058] By setting up a pressure sensor, a vertical displacement sensor 501, and a vehicle body 100 vertical acceleration sensor 502, feedback information can be obtained from three levels: the pressure state of the air spring 400, the displacement state of the air spring 400, and the motion state of the vehicle body 100. The electronic control unit uses vehicle operation information and vehicle body 100 vibration information as control inputs, and combines them with the actual state of the air spring 400 to execute the control of the throttle orifice and the tilt valve 800, thereby forming a multi-information electronic control architecture for the active air spring 400.

[0059] The present invention also provides a rail vehicle bogie 200; the bogie 200 adopts independent wheelsets 300 and is equipped with air springs 400 and an active control assembly for the air springs 400; after the bogie 200 is installed on the rail vehicle, the air springs 400 are located between the rail vehicle body 100 and the bogie 200, constituting the load-bearing and vibration-damping elements of the vehicle's secondary suspension; the active control assembly for the air springs 400 includes a sensor assembly, an electronic control unit, a throttle orifice solenoid valve, and a tilt valve 800.

[0060] Based on the structure of the independent wheelset 300 bogie 200, a load-bearing and vibration-damping integrated design and lightweight design can be adopted. In one embodiment, the traditionally separately set anti-roll torsion bar can be eliminated, and the lateral arrangement span of the air spring 400 can be increased, and the corresponding vertical vibration and roll-related control can be carried out by using the active air spring 400. The active air spring 400 is not only used for load bearing of the car body 100, but can also change the damping, height and stiffness state under the control of the electronic control unit.

[0061] After the bogie 200 is connected to the car body 100, the sensor assembly collects the vertical acceleration of the car body 100; the electronic control unit determines the control quantities corresponding to different vibration modes of the car body 100, such as buoyancy, pitching, and rolling, based on the vertical acceleration of the car body 100; based on the modal control quantities, the target damping force corresponding to the position of the air spring 400 is further determined; and a damping valve current control command is generated based on the vertical motion state of the air spring 400; the throttle orifice solenoid valve adjusts the throttle orifice opening according to the damping valve current control command.

[0062] For vehicle curve operation and car body 100 tilting state, the electronic control unit determines whether tilt control needs to be executed based on vehicle operation information; after tilt control is started, the target tilt angle is determined, and the lifting height of air spring 400 is determined based on the target tilt angle; tilt valve 800 connects air spring 400 to main air cylinder 900 or the outside atmosphere according to the instruction of electronic control unit, so that the corresponding air spring 400 is inflated or deflated; the air springs 400 on the left and right sides of bogie 200 thus form a corresponding height difference, thereby forming the tilting posture of car body 100 relative to bogie 200 and track plane.

[0063] In some embodiments, each bogie 200 is provided with two air springs 400; the two air springs 400 are respectively arranged on the first side and the second side of the bogie 200 along the lateral direction of the bogie 200; the two air springs 400 jointly bear the secondary suspension load-bearing function of the corresponding car body 100 area; for a rail vehicle with two bogies 200 at the front and rear, the two air springs 400 of the front bogie 200 can be correspondingly formed as a front left air spring 400 and a front right air spring 400; the two air springs 400 of the rear bogie 200 can be correspondingly formed as a rear left air spring 400 and a rear right air spring 400; thus, from the perspective of the whole vehicle control, four air spring 400 control positions are formed, while from the perspective of a single bogie 200, each bogie 200 is provided with two air springs 400 arranged laterally at intervals.

[0064] There is no quantity contradiction between the two air springs 400 of the aforementioned single bogie 200 and the aforementioned Force_FR, Force_FL, Force_RR, and Force_RL; FR and FL correspond to the right and left air springs 400 at one longitudinal end; RR and RL correspond to the right and left air springs 400 at the other longitudinal end; when the electronic control unit performs modal control force decomposition according to the position of the four air springs 400 of the whole vehicle, it can generate four target damping forces respectively; each bogie 200 receives two target damping control quantities corresponding to the two air springs 400 of this bogie 200.

[0065] In some embodiments, a crossbar capable of relative rotation may be arranged below the air spring 400 and connected to the motor housing and subframe via an elastic hanger; this structure can cooperate with the overall structure of the independent wheelset 300 bogie 200 to constrain the relative nodding motion between related components; the aforementioned crossbar structure, as an optional embodiment of the bogie 200 mechanical structure, can be set together with the active air spring 400 control assembly of this embodiment.

[0066] Specifically, air springs 400 are laterally spaced on both sides of the bogie 200; the lateral direction of the bogie 200 refers to the direction that is basically perpendicular to the longitudinal direction of the vehicle and extends along the left and right direction of the car body 100; the center positions of the two air springs 400 are close to the first and second lateral sides of the bogie 200 respectively, thus supporting the car body 100 together through the lateral spacing.

[0067] There is a predetermined lateral span between the air springs 400 located on both sides of the bogie 200; in this embodiment, the lateral span can be 2300mm to 2400mm; in a specific embodiment, the lateral span is set to 2350mm; the lateral span can be understood as the distance between the corresponding load-bearing center or mounting center of the two air springs 400 along the lateral direction of the vehicle.

[0068] When the above-mentioned lateral arrangement is adopted, the two air springs 400 not only bear the load of the corresponding vehicle body 100, but are also located on both sides of the lateral centerline of the vehicle body 100. Therefore, during the active tilt control process, the height of the two air springs 400 can be changed to form a predetermined height difference between the two air springs 400. During the roll-related vertical vibration control process, damping control components with opposite signs or different magnitudes can also be assigned to the left and right air springs 400 respectively. The lateral spacing provides a structural basis for the air springs 400 to participate in the vehicle tilt and roll-related control.

[0069] In some embodiments, each air spring 400 includes an air spring body 401 and an auxiliary air chamber 402 communicating with the air spring body 401; the air spring body 401 serves as the main elastic load-bearing part between the vehicle body 100 and the bogie 200; the auxiliary air chamber 402 forms a gas communication structure with the air spring body 401; through the gas flow between the air spring body 401 and the auxiliary air chamber 402 and the corresponding throttling control, damping characteristics corresponding to the vertical movement of the air spring 400 can be formed.

[0070] The air spring body 401 is connected to the main air cylinder 900 via the height valve 700; the main air cylinder 900 serves as an air source and can supply compressed air to the air spring 400; the height valve 700 is located in the corresponding air path and can participate in the height adjustment of the air spring 400 in the non-active tilting state; the tilt valve 800 is located in the air path between the main air cylinder 900, the outside atmosphere, and the corresponding air spring body 401; by controlling the different connection states of the tilt valve 800, the air spring body 401 can be connected to the main air cylinder 900 to perform inflation, or the air spring body 401 can be connected to the outside atmosphere to perform deflation.

[0071] A differential pressure valve 600 is also provided between the two air springs 400; the differential pressure valve 600 is related to the pressure state of the left and right air springs 400; under normal air circuit conditions, the differential pressure valve 600 can perform corresponding actions according to the pressure difference between the two sides; during active tilting, since the active control itself needs to create a height difference and a corresponding pressure difference between the left and right air springs 400, the electronic control unit controls the differential pressure valve 600 to close after the tilting control is triggered, so as to prevent the differential pressure valve 600 from changing the pressure state established by the active tilting.

[0072] The orifice solenoid valve can be installed in the gas flow path that forms the damping of the air spring 400. After the electronic control unit changes the opening of the orifice solenoid valve, the gas flow resistance between the air spring body 401 and the corresponding air chamber changes accordingly, thus forming different damping states. The tilt valve 800 and the orifice solenoid valve respectively perform the height control and damping control of the air spring 400. The electronic control unit outputs corresponding electronic control commands according to different control modes.

[0073] In addition to the aforementioned active control system for air springs and the bogie 200 of a rail vehicle, this invention also provides an active control method for vehicle air springs 400. This method is applied to a rail vehicle having a car body 100, a bogie 200, and independent wheelsets 300; multiple air springs 400 are installed between the car body 100 and the bogie 200; the method is executed in cooperation with the aforementioned sensor assembly, electronic control unit, and actuator assembly, including status information acquisition, vertical vibration control, and tilt control.

[0074] Please refer to Figures 5 to 7The active control method for the vehicle's air spring 400 includes the following steps: Step S1: Obtain the vertical acceleration of the vehicle body 100, the vertical displacement of the air spring 400, and the operating information of the rail vehicle; Step S2: Execute the vertical vibration control mode. Determine the modal control force corresponding to different vibration modes of the vehicle body 100 based on the vertical acceleration of the vehicle body 100. Determine the target damping force corresponding to each air spring 400 based on the modal control force. Control the throttle orifice opening of the corresponding throttle orifice solenoid valve based on the target damping force. Specifically, step S2 includes: Step S21: Execute the vertical vibration control mode; Step S22: Determine the modal control force corresponding to different vibration modes of the vehicle body 100 based on the vertical acceleration of the vehicle body 100; Step S23: Determine the target damping force corresponding to each air spring 400 based on the modal control force; Step S24: Control the throttle orifice opening of the corresponding throttle orifice solenoid valve based on the target damping force. Step S3: Execute the tilt control mode. Determine the target tilt angle based on the rail vehicle's operating information. Based on the target tilt angle, determine the lifting height of the air springs 400 located on the left and right sides of the car body 100. Control the corresponding tilt valves 800 according to the lifting height to inflate or deflate the air springs 400. Specifically, step S3 includes: Step S31: Execute tilt control mode; Step S32: Determine the target tilt angle based on the operation information of the rail vehicle; Step S33: Determine the lifting height of the air springs 400 located on the left and right sides of the vehicle body 100 according to the target tilt angle, and control the corresponding tilt valves 800 according to the lifting height; Step S34: Inflate or deflate the air spring 400.

[0075] Specifically, in step S1, the vertical acceleration of the vehicle body 100 is used to analyze the vibration mode of the vehicle body 100; the vertical displacement of the air spring 400 is used to calculate the vertical motion speed of the air spring 400 and to provide feedback on the actual height of the air spring 400; the rail vehicle operation information is used to determine the current driving state of the vehicle and to determine the target tilt amount; depending on different control objectives, the above information can be collected continuously at the same time, or the corresponding information can be called separately according to the needs of each control mode. In step S2, the vertical vibration control mode is executed; the vertical acceleration at different positions of the vehicle body 100 is processed to determine the vibration state corresponding to different modes such as buoyancy, pitching, and rolling of the vehicle body 100; the modal control force for different modes is obtained using the ceiling control concept; multiple modal control forces are combined according to the front-rear, left-right, and right positions of the air springs 400 to obtain the target damping force corresponding to each air spring 400; the target damping coefficient is determined based on the target damping force and the vertical displacement change rate of the air springs 400; the target damping coefficient is converted into the current control command corresponding to the throttle orifice solenoid valve; and the damping of the air springs 400 is changed by adjusting the opening of the throttle orifice. In step S3, the tilt control mode is executed when the corresponding tilt control conditions are met; the target tilt angle is determined according to the rail vehicle operation information; the target tilt angle is converted into the corresponding lifting height of the air springs 400 on the left and right sides of the car body 100; the tilt valve 800 is controlled to inflate the air spring 400 on the side that needs to be raised and deflate the air spring 400 on the side that needs to be lowered; the actual height of the air spring 400 is measured by the vertical displacement sensor 501, and the tilt valve 800 is adjusted or stopped when the corresponding target height is reached.

[0076] Since tilt control corresponds to lower frequency attitude changes of the vehicle body 100, while vertical vibration control targets relatively higher frequency vertical vibrations of the vehicle body 100, this embodiment can calculate the control quantities for the two control modes separately. Vertical vibration control mainly changes the damping of the air spring 400 through the throttle orifice solenoid valve; tilt control mainly changes the inflation and deflation states of the air spring 400 through the tilt valve 800. Therefore, the two control processes can be executed in the same air spring 400 system according to their respective control requirements.

[0077] In some implementation methods, please refer to Figure 8 Step S22: Determine the modal control forces corresponding to different vibration modes of the vehicle body 100 based on the vertical acceleration of the vehicle body 100, including: Step S221: Acquire the vertical acceleration signals of the front end, rear end, first side of the middle section, and second side of the middle section of the vehicle body 100 respectively; Step S222: Perform bandpass filtering on each vertical acceleration signal and integrate the bandpass-filtered vertical acceleration signal to obtain the vertical vibration velocity at the corresponding measuring point.

[0078] Specifically, during the vertical vibration control process, the vertical acceleration signals of the front end, rear end, first side of the middle section, and second side of the middle section of the vehicle body 100 are first acquired. In a specific embodiment, the vertical acceleration signal of the front end is denoted as ACCF; the vertical acceleration signal of the rear end is denoted as ACCR; the vertical acceleration signal of the first side of the middle section is denoted as ACCML; and the vertical acceleration signal of the second side of the middle section is denoted as ACCMR.

[0079] Each vertical acceleration signal first passes through a bandpass filter; the bandpass filter is used to extract the frequency components related to the vertical vibration of the vehicle body 100 to be controlled; the four vertical acceleration signals after bandpass filtering are integrated respectively; the vertical vibration velocity corresponding to the four measuring points is obtained by integration; the front end signal corresponds to the front end vertical vibration velocity; the rear end signal corresponds to the rear end vertical vibration velocity; the first side signal in the middle corresponds to the first side vertical vibration velocity in the middle; the second side signal in the middle corresponds to the second side vertical vibration velocity in the middle.

[0080] The above processing flow corresponds to the four signal processing channels in the control block diagram; each channel processes the vertical acceleration signal, bandpass filter, integration, and vertical vibration velocity in that order, and the resulting vertical vibration velocity is used as the input for subsequent modal calculations.

[0081] In some implementation methods, please refer to Figure 8 The modal control force corresponding to different vibration modes of the vehicle body 100 is determined based on the vertical acceleration of the vehicle body 100, and also includes: Step S223: Combine the vertical vibration velocities corresponding to the front end and rear end of the vehicle body 100 with the same sign to obtain the vibration velocity characterization quantity of the floating and sinking mode. Step S224: Combine the vertical vibration velocities corresponding to the front end and rear end of the vehicle body 100 with opposite signs to obtain the vibration velocity characterization quantity of the nodding mode. Step S225: Combine the vertical vibration velocities corresponding to the first side of the middle part of the vehicle body 100 and the second side of the middle part of the vehicle body 100 with opposite signs to obtain the characterization quantity of the side roll mode vibration velocity. Step S226: Based on the vibration velocity characterization quantities of the buoyancy mode, the head-nodding mode, and the roll mode, and their respective control gains, determine the buoyancy mode control force Force_B, the head-nodding mode control force Force_P, and the roll mode control force Force_R, respectively.

[0082] Specifically, after obtaining the vertical vibration velocities corresponding to the four measuring points, the velocity signals of different measuring points are combined; for the floating and sinking mode, the vertical vibration velocities of the front end and the rear end are combined with the same sign; if the front and rear vehicle bodies 100 move upward or downward at the same time, the common components in the two velocity signals are retained after being combined with the same sign; thus, the vibration velocity characterization quantity of the floating and sinking mode is obtained.

[0083] For the nodding mode, the vertical vibration velocities at the front and rear ends are combined with opposite signs. If the front end of the vehicle body 100 is upward and the rear end is downward, or the front end is downward and the rear end is upward, the velocity difference between the front and rear measuring points can characterize the nodding motion of the vehicle body 100 around the transverse axis. Thus, the vibration velocity characterization quantity of the nodding mode is obtained.

[0084] For the roll mode, the vertical vibration velocity of the first side of the middle part of the vehicle body 100 and the vertical vibration velocity of the second side of the middle part of the vehicle body 100 are combined with opposite signs; if the first side of the vehicle body 100 is upward and the second side is downward, or the first side is downward and the second side is upward, then the difference in vertical velocity between the two sides can characterize the roll motion of the vehicle body 100; thus, the vibration velocity characterization quantity of the roll mode is obtained.

[0085] Subsequently, gain calculations were performed on the vibration velocity characterization quantities of the three modes respectively; the vibration velocity characterization quantity of the buoyancy mode was calculated with the control gain of the buoyancy mode ceiling to obtain the control force Force_B of the buoyancy mode; the vibration velocity characterization quantity of the nodding mode was calculated with the control gain of the nodding mode ceiling to obtain the control force Force_P of the nodding mode; and the vibration velocity characterization quantity of the roll mode was calculated with the control gain of the roll mode ceiling to obtain the control force Force_R of the roll mode.

[0086] In one control implementation, the summation proportional coefficient of the front and rear velocities, the conversion factor corresponding to the distance between the front and rear measuring points, and the conversion factor corresponding to the distance between the left and right measuring points can be included in the corresponding control gain. In this way, the summation or difference module can be directly connected to the gain module in the control block diagram. Regardless of whether the proportional coefficient is used as an independent module or is incorporated into the control gain, the control logic of extracting buoyancy motion by the same sign combination of front and rear velocities, extracting nodding motion by the opposite sign combination of front and rear velocities, and extracting side roll motion by the opposite sign combination of left and right velocities remains unchanged.

[0087] In some implementations, after determining Force_B, Force_P and Force_R, the three modal control forces are decomposed into the front right air spring 400, the front left air spring 400, the rear right air spring 400 and the rear left air spring 400; under the coordinate and sign relationship defined in this embodiment, the target damping forces of the four air springs 400 are determined according to formula (1), formula (2), formula (3) and formula (4) respectively. Force_FR=Force_B-Force_P-Force_R; (1); Force_FL=Force_B-Force_P+Force_R; (2); Force_RR=Force_B+Force_P-Force_R; (3); Force_RL=Force_B+Force_P+Force_R; (4); Where Force_FR corresponds to the front right air spring 400; Force_FL corresponds to the front left air spring 400; Force_RR corresponds to the rear right air spring 400; and Force_RL corresponds to the rear left air spring 400.

[0088] As can be seen from the above allocation process, the buoyancy mode control force is a common component of the four air springs 400; the nodding mode control force uses opposite signs at the front and rear ends; and the roll mode control force uses opposite signs on the left and right sides. Therefore, the target damping force obtained by the same air spring 400 can simultaneously include the control requirements of the three modes of buoyancy, nodding and roll.

[0089] When the vibration of the vehicle body 100 is mainly characterized by buoyancy, Force_B is the dominant control component; when the vibration of the vehicle body 100 is mainly characterized by pitching, Force_P forms an opposing control component between the front and rear air springs 400; when the movement of the vehicle body 100 has a significant roll component, Force_R forms an opposing control component between the left and right air springs 400; when multiple vibration modes exist simultaneously, the corresponding comprehensive target damping force of each air spring 400 is formed through linear combination.

[0090] In some implementation methods, please refer to Figure 9 Step S24: Control the orifice opening of the corresponding orifice solenoid valve according to the target damping force, including: Step S241: Obtain the vertical displacement Sn of the air spring 400 at the current sampling time and the vertical displacement Sn-1 at the previous sampling time; Step S242: Determine the vertical displacement change rate Vair of the air spring 400 based on the vertical displacement Sn, vertical displacement Sn-1 and sampling period Tsam; Step S243: Based on the target damping force F and the vertical displacement change rate Vair of the air spring 400, determine the corresponding target damping coefficient CAir, limit the target damping coefficient CAir between the preset minimum damping coefficient and the preset maximum damping coefficient, and generate a damping valve current control command based on the limited target damping coefficient CAir to control the opening degree of the corresponding throttle orifice solenoid valve.

[0091] Specifically, for each air spring 400, the vertical displacement Sn at the current sampling time and the vertical displacement Sn-1 at the previous sampling time are obtained; the sampling period is denoted as Tsam; the vertical displacement change rate Vair of the air spring 400 is calculated according to formula (5); Vair=Sn-Sn-1 / Tsam; (5) Based on the calculated target damping force F and vertical displacement change rate Vair of the corresponding air spring 400, the target damping coefficient CAir is determined according to formula (6); CAir = -F / Vair; (6) To ensure that the target damping coefficient is compatible with the adjustable damping range of the air spring 400, upper and lower limits are imposed on the target damping coefficient; the minimum damping coefficient CAir_min and the maximum damping coefficient CAir_max are predetermined; the calculated value is used when the calculated CAir is within the above range; the corresponding minimum boundary value is used when the calculated result is lower than the achievable range; and the corresponding maximum boundary value is used when the calculated result is higher than the achievable range.

[0092] The electronic control unit converts the target damping coefficient after amplitude limiting into a corresponding damping valve current control command; after receiving the damping valve current control command, the orifice solenoid valve changes the orifice diameter or effective flow area; the gas flow resistance of the air spring 400 changes with the orifice opening; thereby changing the equivalent damping of the air spring 400.

[0093] The above process is executed separately for the front right, front left, rear right, and rear left air springs 400; each air spring 400 has a corresponding target damping force, a corresponding vertical displacement change rate, a corresponding target damping coefficient, and a corresponding damping valve current control command; thereby enabling the four air springs 400 to be controlled separately according to the modal force distribution results at different positions.

[0094] In some implementation methods, please refer to Figure 10 Step S32: Determine the target tilt angle based on the operation information of the rail vehicle, including: Step S321: Obtain at least one of vehicle speed, vehicle position, route information, and gyroscope signal; Step S322: Determine the target tilt angle based on at least one of the tilt angle contained in the route information, the tilt angle determined based on the vehicle speed and gyroscope signal, and the tilt angle of the corresponding position obtained from the route information based on the vehicle position.

[0095] During the tilt control process, the first step is to acquire the operation information of the rail vehicle. The operation information includes at least one of the following: vehicle speed, vehicle position, track information, and gyroscope signal. The vehicle speed can be obtained by the vehicle speed sensor. The vehicle position can be provided by the vehicle positioning or vehicle operation control system. The track information can be pre-stored or provided by the vehicle-related system. The gyroscope signal is used to characterize the vehicle's attitude or angular motion state.

[0096] In the first method of determining the target tilt angle, the tilt angle corresponding to the current or target line segment is obtained directly from the line information; in the second method, the required tilt angle of the vehicle is calculated based on the vehicle speed and gyroscope signal; in the third method, the specific position of the vehicle on the line is first determined based on the vehicle position, and then the tilt angle corresponding to that position is obtained from the line information; the above methods can be used individually or in combination as needed.

[0097] When the vehicle is running on a curve, the start time of tilt control can be determined in advance based on the vehicle position and track information. For example, when the vehicle position indicates that the vehicle is approaching the track section where tilt control needs to be implemented, the time for the vehicle to enter the corresponding section can be determined by combining the vehicle speed. After the tilt control triggering conditions are met, the electronic control unit begins to execute the air spring 400 height control according to the target tilt angle.

[0098] Since the target tilt state may be affected by the actual operating speed and the attitude of the vehicle body 100 during vehicle operation, the target tilt angle can also be corrected according to the feedback state during the control process; the initial target tilt angle is used to determine the basic lifting amount of the left and right air springs 400; subsequently, the tilt control state is further corrected by the actual height of the air springs 400 and the unbalanced centrifugal acceleration of the vehicle body 100.

[0099] In some implementation methods, please refer to Figure 11 Step S33: Determine the lifting height of the air springs 400 located on the left and right sides of the vehicle body 100 according to the target tilt angle, and control the corresponding tilt valve 800 according to the lifting height, including: Step S331: Determine the lifting height corresponding to the air springs 400 on both sides of the vehicle body 100 according to the target tilt angle; Step S332: Control the tilt valve 800 according to the lifting height to inflate the air spring 400 on one side of the vehicle body 100 and deflate the air spring 400 on the other side of the vehicle body 100. Step S333: Obtain the actual vertical displacement of each air spring 400, and control the tilt valve 800 according to the actual vertical displacement and the corresponding lifting height.

[0100] Specifically, after the target tilt angle is determined, the corresponding lifting height is determined based on its lateral arrangement with the left and right air springs 400. The electronic control unit controls the tilt valve 800 accordingly, so that one side of the air spring 400 is connected to the main air cylinder 900 for inflation, and the other side is connected to the outside atmosphere for deflation, forming a target height difference. The vertical displacement sensor 501 detects the actual height in real time. The electronic control unit adjusts the tilt valve 800 according to the deviation between the actual height and the target height, and judges the tilt execution status by combining the pressure signal feedback from the air spring 400.

[0101] In some implementation methods, please refer to Figure 12 It also includes: Step S4: Determine whether to trigger the tilt control mode based on at least one of the following: gyroscope signal, vehicle speed, the curve section where the vehicle is located, the vehicle's tilt state of approximately 100 degrees, and the curve radius. Step S5: When the tilt control mode is triggered, the height valve 700 and differential pressure valve 600 connected to the air spring 400 are closed; Step S6: Obtain the unbalanced centrifugal acceleration of vehicle body 100, and correct the target tilt angle based on the unbalanced centrifugal acceleration of vehicle body 100.

[0102] Specifically, before executing tilt control, the electronic control unit determines whether to trigger tilt control based on at least one of the following: gyroscope signal, vehicle speed, vehicle position, track information, vehicle body tilt state (approximately 100°), and curve radius. When the vehicle passes through a curved section, or is affected by factors such as wind, track irregularities, or high operating speed, resulting in lateral tilting or rolling, and the preset tilt control conditions are met, the tilt control mode is entered. After tilt control is triggered, the height valve 700 and differential pressure valve 600 connected to the air spring 400 are closed to prevent the height valve 700 from compensating for the actively formed height difference of the air spring 400, and to prevent the differential pressure valve 600 from changing the actively formed pressure difference between the left and right air springs 400.

[0103] During the operation of the rail vehicle, the sensor assembly continuously or periodically collects the vertical acceleration of the car body 100, the vertical displacement of the air spring 400, the internal pressure of the air spring 400, the vehicle speed, and gyroscope signals, and obtains the vehicle position and track information. The electronic control unit executes vertical vibration control and tilt control respectively. In vertical vibration control, the vertical acceleration signals from more than 100 measuring points on the car body are bandpass filtered and integrated to obtain the vertical vibration velocity. By combining the same and different signs of the front and rear measuring points and the different signs of the left and right measuring points in the middle, the vibration velocity characteristics of the floating, nodding, and rolling modes are obtained respectively, and Force_B, Force_P, and Force_R are obtained by combining the corresponding control gain. The three modal control forces are decomposed into Force_FR, Force_FL, Force_RR, and Force_RL according to the front-rear and left-right positional relationship of the air spring 400. Then, the target damping coefficient is determined according to the target damping force and the rate of change of vertical displacement of each air spring 400. The target damping coefficient is converted into a damping valve current control command after being constrained by upper and lower limits, and the damping of the air spring 400 is adjusted through the throttle orifice solenoid valve.

[0104] In tilt control, the target tilt angle is determined based on the correspondence between the route information, vehicle speed, and gyroscope signal, or the vehicle position and route information. The target tilt angle is then converted into the corresponding lifting height of the left and right air springs 400. The electronic control unit controls the tilt valve 800 to connect one side of the air spring 400 to the main air cylinder 900 for inflation, while the other side of the air spring 400 is connected to the outside atmosphere for deflation, thus creating a target height difference. The vertical displacement sensor 501 detects the actual height of the air springs 400 in real time, and adjusts or closes the tilt valve 800 when the target height is reached. At the same time, the unbalanced centrifugal acceleration of the vehicle body 100 is acquired, and the target tilt angle and the lifting height of the air springs 400 are corrected accordingly to form a closed-loop tilt control.

[0105] Each bogie 200 is laterally equipped with two air springs 400, with a lateral span of 2300mm to 2400mm, specifically 2350mm. The two bogies 200 form a total of four control positions for the air springs 400. The air spring 400 includes an air spring body 401 and an auxiliary air chamber 402. Its air circuit also includes a main air cylinder 900, a height valve 700, a tilt valve 800, and a differential pressure valve 600. Vertical vibration control is mainly achieved by adjusting the damping of the air spring 400 through a throttle orifice solenoid valve to respond to higher frequency vehicle body 100 vibrations. Tilting control is mainly achieved by inflating and deflating the air spring 400 and adjusting its height to respond to lower frequency vehicle body 100 attitude changes. Through the combination of the two control modes, the air spring 400 can actively adjust its damping, height, and corresponding stiffness according to the actual operating conditions of the vehicle.

[0106] The active control system for air springs, the bogie 200 of rail vehicles, and the active control method for air springs 400 of vehicles of the present invention can be implemented in a corresponding manner; the sensor arrangement, electronic control unit function, and air circuit structure in the system implementation can all be used in the method implementation; the signal processing, modal calculation, damping force distribution, damping coefficient determination, and tilt control steps in the method implementation can all be executed by the electronic control unit and actuator in the system implementation; the bogie 200 implementation provides a specific vehicle installation basis for the air spring 400 and the corresponding active control components.

[0107] The above provides a detailed description of the air spring active control system and method, and the rail vehicle bogie provided by this invention. Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the embodiments above are merely for the purpose of helping to understand the method and core ideas of this invention. It should be noted that those skilled in the art can make various improvements and modifications to this invention without departing from the principles of this invention, and these improvements and modifications also fall within the protection scope of this invention.

Claims

1. An active air spring control system, applied in a rail vehicle, the rail vehicle comprising a car body (100), a bogie (200), and wheelsets, wherein the wheelsets are independent wheelsets (300); characterized in that, The system includes multiple air springs (400), a sensor assembly, an electronic control unit, and an actuator assembly disposed between the vehicle body (100) and the bogie (200); the sensor assembly is used to collect the vertical acceleration of the vehicle body (100) and the vertical displacement of the air springs (400); the actuator assembly includes a throttle solenoid valve and a tilt valve (800); the electronic control unit is used to execute a vertical vibration control mode and a tilt control mode, wherein: In the vertical vibration control mode, the electronic control unit is used to determine the modal control force of different vibration modes of the vehicle body (100) according to the vertical acceleration of the vehicle body (100), determine the target damping force of each air spring (400) according to the modal control force, and control the throttle opening of the corresponding throttle solenoid valve according to the target damping force. In the tilt control mode, the electronic control unit is used to determine the target tilt angle and the lifting height of the air springs (400) located on the left and right sides of the vehicle body (100) according to the operation information of the rail vehicle, and control the corresponding tilt valve (800) to inflate or deflate the air springs (400).

2. The active control system for air springs according to claim 1, characterized in that, The sensor assembly includes a plurality of vertical acceleration sensors (502) disposed at the bottom of the vehicle body (100). At least one of the vertical acceleration sensors (502) is disposed at the front end, rear end, first middle side and second middle side of the vehicle body (100) respectively, for acquiring the vertical acceleration signal of the front end, the vertical acceleration signal of the rear end, the vertical acceleration signal of the first middle side and the vertical acceleration signal of the second middle side of the vehicle body (100) respectively; a vertical displacement sensor (501) is disposed near each air spring (400).

3. The active control system for air springs according to claim 2, characterized in that, The electronic control unit includes a filtering unit, an integration unit, a modal operation unit, and a gain operation unit; The filtering unit is used to perform bandpass filtering on each of the vertical acceleration signals respectively, and the integration unit is used to integrate the bandpass-filtered vertical acceleration signals respectively to obtain the vertical vibration velocity of the corresponding measuring point. The modal calculation unit is used to combine the vertical vibration velocities of the front end and the rear end with the same sign to obtain the floating and sinking modal vibration velocity characterization quantity, combine the vertical vibration velocities of the front end and the rear end with opposite signs to obtain the nodding modal vibration velocity characterization quantity, and combine the vertical vibration velocities of the first side and the second side of the middle part with opposite signs to obtain the side rolling modal vibration velocity characterization quantity. The gain calculation unit is used to determine the buoyancy mode control force Force_B, the nodding mode control force Force_P, and the rolling mode control force Force_R based on the buoyancy mode vibration velocity characterization, the nodding mode vibration velocity characterization, the rolling mode vibration velocity characterization, and their respective control gains.

4. The active control system for air springs according to claim 3, characterized in that, The plurality of air springs (400) include a front right air spring (400), a front left air spring (400), a rear right air spring (400), and a rear left air spring (400); the electronic control unit determines the target damping force of each air spring (400) according to the following relationship: Force_FR=Force_B-Force_P-Force_R; Force_FL=Force_B-Force_P+Force_R; Force_RR=Force_B+Force_P-Force_R; Force_RL=Force_B+Force_P+Force_R; Wherein, Force_FR, Force_FL, Force_RR and Force_RL are the target damping forces corresponding to the front right air spring (400), the front left air spring (400), the rear right air spring (400) and the rear left air spring (400), respectively.

5. The active control system for air springs according to claim 4, characterized in that, The electronic control unit is used to determine the vertical displacement Sn of the air spring (400) at the current sampling time, the vertical displacement Sn-1 of the air spring (400) at the previous sampling time, and the sampling period Tsam, according to: Vair=(Sn-Sn-1) / Tsam; Determine the vertical displacement rate Vair of the corresponding air spring (400); Based on the target damping force F and the vertical displacement rate Vair, according to: CAir = -F / Vair; Determine the target damping coefficient CAir, limit the target damping coefficient CAir to between a preset minimum damping coefficient and a preset maximum damping coefficient, and generate a corresponding damping valve current control command based on the limited target damping coefficient CAir to control the opening degree of the corresponding throttle orifice solenoid valve.

6. The active control system for air springs according to any one of claims 1 to 5, characterized in that, The sensor assembly also includes a vehicle speed sensor and a gyroscope; The operational information of the rail vehicle includes at least one of vehicle speed, vehicle position, and track information; The electronic control unit is used to determine the target tilt angle based on at least one of the tilt angle contained in the route information, the tilt angle determined based on the vehicle speed and gyroscope signal, and the tilt angle of the corresponding position obtained from the route information based on the vehicle position, and to determine the corresponding lifting height of the air springs (400) on the left and right sides of the vehicle body (100) based on the target tilt angle.

7. The active control system for air springs according to claim 6, characterized in that, It also includes a height valve (700) and a differential pressure valve (600) connected to the air spring (400); The electronic control unit is used to determine the tilt control trigger state based on at least one of the following: gyroscope signal, vehicle speed, the curved road segment where the vehicle is located, the left and right tilt state of the vehicle body (100) and the curve radius, and to control the height valve (700) and the differential pressure valve (600) to close when the tilt control trigger state is entered. The electronic control unit is also used to acquire the actual vertical displacement of the air spring (400) collected by the vertical displacement sensor (501), and control the corresponding tilt valve (800) according to the actual vertical displacement.

8. The active control system for air springs according to any one of claims 1 to 7, characterized in that, The sensor assembly also includes a pressure sensor for detecting the internal pressure of the air spring (400); The electronic control unit is used to acquire the internal pressure signal of the air spring (400) collected by the pressure sensor, and to use the internal pressure signal of the air spring (400) as the feedback signal of the active control process of the air spring (400).

9. A bogie for a rail vehicle, characterized in that, It includes an independent wheelset (300), an air spring (400), and an active control assembly for the air spring (400); the air spring (400) is used to be positioned between the car body (100) of the rail vehicle and the bogie (200) when the bogie (200) is installed on the rail vehicle; the active control assembly for the air spring (400) includes a sensor assembly, an electronic control unit, a throttle orifice solenoid valve, and a tilt valve (800); The electronic control unit is used to determine the modal control force corresponding to different vibration modes of the vehicle body (100) based on the vertical acceleration of the vehicle body (100) collected by the sensor assembly, determine the target damping force of the air spring (400) based on the modal control force, and control the throttle opening of the throttle orifice solenoid valve based on the target damping force. The electronic control unit is also used to determine the target tilt angle and the lifting height of the air spring (400) according to the operation information of the rail vehicle, and to control the tilt valve (800) to inflate or deflate the air spring (400) according to the lifting height.

10. The rail vehicle bogie according to claim 9, characterized in that, Each bogie (200) is provided with two air springs (400), and the two air springs (400) are respectively provided on both sides of the bogie (200) in the lateral direction.

11. The rail vehicle bogie according to claim 10, characterized in that, The air springs (400) are arranged at lateral intervals on both sides of the bogie (200), and the lateral span between the air springs (400) on both sides of the bogie (200) is 2300-2400mm.

12. The rail vehicle bogie according to claim 11, characterized in that, Each of the air springs (400) includes an air spring body (401) and an additional air chamber (402) communicating with the air spring body (401); the air spring body (401) is connected to the main air cylinder (900) via a height valve (700); The tilt valve (800) is located in the air passage between the main air cylinder (900), the outside atmosphere and the corresponding air spring body (401); a differential pressure valve (600) is provided between the two air springs (400).

13. A method for active control of air springs in a vehicle, applied to a rail vehicle, the rail vehicle comprising a car body (100), a bogie (200), and independent wheelsets (300), wherein a plurality of air springs (400) are disposed between the car body (100) and the bogie (200), characterized in that, Includes the following steps: The vertical acceleration of the vehicle body (100), the vertical displacement of the air spring (400), and the operating information of the rail vehicle are obtained. The vertical vibration control mode is executed. The modal control force corresponding to different vibration modes of the vehicle body (100) is determined according to the vertical acceleration of the vehicle body (100). The target damping force corresponding to each air spring (400) is determined according to the modal control force. The throttle opening of the corresponding throttle solenoid valve is controlled according to the target damping force. The tilt control mode is executed. The target tilt angle is determined according to the operation information of the rail vehicle. The lifting height of the air springs (400) located on the left and right sides of the car body (100) is determined according to the target tilt angle. The corresponding tilt valve (800) is controlled according to the lifting height to inflate or deflate the air springs (400).

14. The active control method for vehicle air springs according to claim 13, characterized in that, The determination of the modal control force corresponding to different vibration modes of the vehicle body (100) based on the vertical acceleration of the vehicle body (100) includes: Vertical acceleration signals are acquired at the front end, rear end, first side of the middle section of the vehicle body (100), and second side of the middle section of the vehicle body (100), respectively. Each vertical acceleration signal is bandpass filtered, and the bandpass filtered vertical acceleration signal is integrated to obtain the vertical vibration velocity at the corresponding measuring point.

15. The active control method for vehicle air springs according to claim 14, characterized in that, The method of determining the modal control force corresponding to different vibration modes of the vehicle body (100) based on the vertical acceleration of the vehicle body (100) further includes: The vertical vibration velocities corresponding to the front end and rear end of the vehicle body (100) are combined with the same sign to obtain the vibration velocity characterization quantity of the floating and sinking mode; The vertical vibration velocities corresponding to the front end and rear end of the vehicle body (100) are combined with opposite signs to obtain the vibration velocity characterization quantity of the nodding mode. The vertical vibration velocities corresponding to the first side of the middle part of the vehicle body (100) and the second side of the middle part of the vehicle body (100) are combined with opposite signs to obtain the characterization quantity of the side roll mode vibration velocity; Based on the vibration velocity characterization quantities of the buoyancy mode, the head-nodding mode, and the roll mode, as well as their respective control gains, the control forces for the buoyancy mode (Force_B), the head-nodding mode (Force_P), and the roll mode (Force_R) are determined respectively.

16. The active control method for vehicle air springs according to claim 15, characterized in that, The step of determining the target damping force corresponding to each of the air springs (400) based on the modal control force includes: according to: Force_FR=Force_B-Force_P-Force_R; Force_FL=Force_B-Force_P+Force_R; Force_RR=Force_B+Force_P-Force_R; Force_RL=Force_B+Force_P+Force_R; Determine the target damping forces corresponding to the front right air spring (400), front left air spring (400), rear right air spring (400), and rear left air spring (400) respectively.

17. The active control method for vehicle air springs according to claim 16, characterized in that, The step of controlling the orifice opening of the corresponding orifice solenoid valve according to the target damping force includes: Obtain the vertical displacement Sn of the air spring (400) at the current sampling time and the vertical displacement Sn-1 at the previous sampling time; Based on the vertical displacement Sn, vertical displacement Sn-1, and sampling period Tsam, according to: Vair=(Sn-Sn-1) / Tsam; Determine the rate of change of vertical displacement Vair of the air spring (400); Based on the target damping force F of the air spring (400) and the vertical displacement change rate Vair, according to: CAir = -F / Vair; Determine the corresponding target damping coefficient CAir, limit the target damping coefficient CAir between the preset minimum damping coefficient and the preset maximum damping coefficient, and generate a damping valve current control command based on the limited target damping coefficient CAir to control the opening degree of the corresponding throttle orifice solenoid valve.

18. The vehicle air spring active control method according to any one of claims 13 to 17, characterized in that, Determining the target tilt angle based on the operating information of the rail vehicle includes: Acquire at least one of vehicle speed, vehicle position, route information, and gyroscope signals; The target tilt angle is determined based on at least one of the following: the tilt angle contained in the route information, the tilt angle determined based on the vehicle speed and gyroscope signal, and the tilt angle of the corresponding position obtained from the route information based on the vehicle position.

19. The active control method for vehicle air springs according to claim 18, characterized in that, The step of determining the lifting height of the air springs (400) located on the left and right sides of the vehicle body (100) according to the target tilt angle, and controlling the corresponding tilt valve (800) according to the lifting height, includes: The lifting height of the air springs (400) on the left and right sides of the vehicle body (100) is determined according to the target tilt angle. According to the tilt valve (800) corresponding to the lifting height control, the air spring (400) located on one side of the vehicle body (100) is inflated and the air spring (400) located on the other side of the vehicle body (100) is deflated. The actual vertical displacement of each air spring (400) is obtained, and the tilt valve (800) is controlled according to the actual vertical displacement and the corresponding lifting height.

20. The active control method for vehicle air springs according to claim 18, characterized in that, Also includes: The system determines whether to trigger the tilt control mode based on at least one of the following: gyroscope signal, vehicle speed, the curve segment where the vehicle is located, the left and right tilt state of the vehicle body (100), and the curve radius. When the tilt control mode is triggered, the height valve (700) and differential pressure valve (600) connected to the air spring (400) are closed; The unbalanced centrifugal acceleration of the vehicle body (100) is obtained, and the tilt angle of the target is corrected based on the unbalanced centrifugal acceleration of the vehicle body (100).

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