Segmented magnetorheological adaptive traction and damping integrated device

Abstract

The present application relates to the technical field of vehicle connection buffering, and discloses a segmented magnetorheological adaptive traction and buffering integrated device, which comprises a shell and an assembly body, the assembly body is provided with a traction force transmission rod, the outside of the traction force transmission rod is sequentially fixed with a micro-buffer segment, a conventional buffer segment and a limit buffer segment, and each segment is independently provided with an excitation coil and a magnetorheological medium inside; a matched control system comprises an execution body, a parameter sensing module, a working condition control module and an excitation driving module; the parameter sensing module synchronously collects multi-dimensional physical quantities to construct a state space vector; the working condition control module divides the working condition according to a longitudinal impact load evaluation index, calls a control algorithm for solving a theoretical damping force, converts the theoretical damping force into a target current instruction and decouples and outputs the target current instruction through a distribution matrix; and the excitation driving module generates a driving current in a closed loop to inject the driving current into the excitation coil. Through the segmented isolation magnetorheological structure and the multi-working condition classification control algorithm, the present application avoids hydraulic interference, realizes adaptive and accurate adjustment of damping under different amplitude impacts and shortens response delay.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle connection buffering, specifically a segmented magnetorheological adaptive traction buffer integrated device. Background Art

[0002] During the driving, starting, braking processes of a traction vehicle or an articulated vehicle and the process of relative motion between carriages, the traction connection part will frequently bear longitudinal impact loads; conventional traction buffer devices mostly adopt pure mechanical structures composed of springs, rubber or hydraulic elements; such passive mechanical buffer devices have fixed damping parameters, and when facing impact loads with greatly different amplitudes under different vehicle operating conditions, they cannot dynamically change their own damping characteristics according to external impact energy, resulting in that the buffer device can hardly provide vibration damping effect under micro-vibration conditions, and under extreme impact conditions, the buffer stroke will be exhausted and then cause damage to the vehicle connection structure.

[0003] To solve the problem of non-adjustable damping, some existing traction buffer devices introduce magnetorheological technology; conventional magnetorheological buffer devices generally adopt a single working chamber structure, the dynamic adjustment range of output damping is limited, and it is difficult to simultaneously meet the design requirements of micro-vibration suppression and extreme impact protection; some existing designs attempt to arrange multiple sets of excitation coils in a single chamber to achieve segmented control. Since the internal magnetorheological medium is in a connected state, hydraulic coupling and flow field interference will be caused when different coils are energized to work, resulting in fluctuations in the actual output damping force and poor mechanical operation stability.

[0004] In addition, the control strategy adopted by the supporting control system of the existing magnetorheological buffer device is relatively single, lacking the identification and classification of different impact amplitude conditions, and failing to match the corresponding regulation algorithm for the buffering requirements of different stages; in the underlying control link, there is a lack of a unified data reference and an accurate closed-loop compensation mechanism between the existing signal acquisition and drive output links, resulting in a lag in the damping adjustment response of the system when facing sudden impacts, and low multi-segment cooperative control accuracy. Summary of the Invention

[0005] In view of the deficiencies in the prior art, the present invention provides a segmented magnetorheological adaptive traction buffer integrated device, which solves the problems that the existing passive or single-chamber magnetorheological traction buffer device has hydraulic coupling interference and a single control strategy, resulting in lagging damping adjustment response and low control accuracy when the vehicle faces impact loads of different amplitudes.

[0006] To achieve the above purpose, the present invention is implemented through the following technical solution: a segmented magnetorheological adaptive traction buffer integrated device, comprising a housing, an assembly, and a control system supporting the assembly, the assembly is arranged inside the housing, and an existing coupler assembly is arranged outside the housing; The assembly includes a traction transmission rod, one end of which is located inside the existing coupler assembly. The outer wall of the traction transmission rod is provided with a guide structure, and the outer wall of the guide structure is provided with a sealing structure. A micro-buffer section is fixed to the outer wall of the sealing structure. A conventional buffer section and a limit buffer section are provided inside the housing. One end of the conventional buffer section is fixed to the outer wall of the micro-buffer section, and the other end is fixed to one end of the limit buffer section. A compensation mechanism is fixed to the other end of the limit buffer section, and the compensation mechanism is fixed to the inner wall of the housing.

[0007] Furthermore, the control system includes an execution module, a parameter sensing module, a working condition control module, and an excitation drive module; The execution body module is provided with a basic mechanical reset component and three isolated magnetorheological working sections along the traction force transmission direction. The three magnetorheological working sections are arranged in sequence as a micro-impact section, a conventional section and a limit section. Each working section is independently equipped with an excitation coil and a magnetorheological medium. All three magnetorheological working sections are set on the longitudinal load transmission path between the central traction rod and the outer shell. The parameter sensing module is used to synchronously collect longitudinal impact load, total train load, longitudinal impact acceleration, traction relative displacement, traction relative motion speed and internal working temperature, and transmit the collected data to the working condition control module. The operating condition control module is communicatively connected to the parameter sensing module and the excitation drive module, and is used to receive the collected data, calculate the target excitation current command, and allocate and output three-channel output current column vectors. The excitation drive module is electrically connected to the operating condition control module and the execution body module. It is used to receive the three-channel output current column vector, generate the corresponding drive current, and output the drive current to the three excitation coils in the execution body module.

[0008] Furthermore, the specific configuration for the parameter sensing module to synchronously collect the longitudinal impact load, the total train load, the longitudinal impact acceleration, the traction relative displacement, the traction relative motion speed, and the internal operating temperature is as follows: The longitudinal impact load is generated by measuring the longitudinal tensile and compressive stress state through a force sensor installed at the coupler buffer part; The load information of each vehicle is obtained by pressure sensors installed at the air springs of each vehicle, and the total load of the train is generated by summarizing the information. The longitudinal impact acceleration is generated by measuring the instantaneous acceleration of the vehicle body along the track direction using a single-axis accelerometer fixed to the vehicle body underframe structure; The relative traction displacement is generated by acquiring the relative motion position through a linear displacement sensor installed between the outer shell of the execution body module and the central traction rod. After the displacement signal undergoes analog-to-digital conversion and digital filtering, the relative traction motion speed is calculated based on the difference in relative traction displacement between adjacent sampling periods and the sampling time step. The internal working temperature is generated by acquiring the physical temperature of the medium through a thermistor temperature sensing element embedded inside each section of the magnetorheological working cavity of the execution body module. The various physical quantities acquired by the sensors together constitute a multidimensional original analog signal.

[0009] Furthermore, the logic of the parameter sensing module processing the multidimensional raw analog signal and transmitting it as the acquired data to the operating condition control module is as follows: The acquired multidimensional original analog signal is converted from analog to digital to generate a discrete digital sequence. An infinite impulse response digital filter is used to iteratively calculate the discrete digital sequence to generate filtered effective physical data. The effective physical data after digital filtering are arrayed and integrated according to the same preset sampling time sequence. The various physical quantities are arranged and combined into a one-dimensional column vector to construct a unified state space vector, and the state space vector is used as the data acquisition data to the operating condition control module.

[0010] Furthermore, after receiving the collected data, the operating condition control module extracts the longitudinal impact load from the state space vector and performs operating condition classification and determination as follows: The comprehensive impact assessment index is calculated based on the amplitude characteristics and rate of change of the longitudinal impact load, and the comprehensive impact assessment index is used as the classification criterion for the current operating condition. When the comprehensive impact assessment index is lower than the preset first threshold, the micro-vibration suppression control algorithm is invoked. When the comprehensive impact assessment index is between the first threshold and the preset second threshold, the load feedforward and dynamic ratio control algorithm is invoked. When the comprehensive impact assessment index is higher than the second threshold, the terminal sliding mode and ultimate protection control algorithm is invoked.

[0011] Furthermore, the operating condition control module invokes the corresponding control algorithm based on the determined current operating condition, extracts the state parameters required by the corresponding control algorithm from the state space vector, and calculates the theoretical damping force required under the current operating condition: Under minor impact conditions, the relative traction displacement and the relative traction velocity are extracted, and the relative traction displacement and the relative traction velocity are respectively input as displacement deviation and velocity deviation into a preset fuzzy proportional-integral-derivative controller to calculate and generate theoretical damping force. Under moderate impact conditions, the total train load, the relative traction velocity, and the longitudinal impact acceleration are extracted. The total train load is extracted as the feedforward compensation base and combined with the relative traction velocity and the longitudinal impact acceleration to construct a dynamic state equation to generate the theoretical damping force. Under extreme impact conditions, the relative traction displacement and relative traction velocity are extracted, and the theoretical damping force is generated by constructing a nonlinear sliding surface based on the relative traction displacement and relative traction velocity.

[0012] Furthermore, the logic by which the operating condition control module calculates the target excitation current command based on the theoretical damping force is as follows: The theoretical damping force is characterized by the damping force amplitude. Based on the preset inverse mapping function between current and damping, the theoretical damping force is converted into a reference excitation current command. The internal operating temperature is extracted from the state space vector and input into a preset temperature compensation model to calculate the temperature deviation coefficient. The reference excitation current command is then multiplied by the temperature deviation coefficient to correct the temperature deviation coefficient and obtain the temperature compensation current command. When the absolute value of the traction relative displacement in the state space vector is detected to reach a preset physical boundary threshold, a preset attenuation function is activated to limit and reduce the amplitude of the temperature compensation current command, thereby generating the target excitation current command.

[0013] Furthermore, the logic by which the operating condition control module allocates the target excitation current command to output the three-channel output current column vector is as follows: Based on the preset spatial allocation matrix, the target excitation current command is decoupled and allocated to three current control channels, and the three-channel output current column vector is constructed, which is composed of the current of the micro-impact segment control channel, the current of the normal segment control channel, and the current of the extreme segment control channel. Under micro-impact conditions, the target excitation current command is allocated to the micro-impact segment control channel through the first allocation matrix. Under moderate impact conditions, the target excitation current command is allocated to the micro-impact section control channel and the conventional section control channel through the second allocation matrix. Under extreme impact conditions, the target excitation current command is allocated to the micro-impact segment control channel, the normal segment control channel, and the extreme segment control channel through the third allocation matrix.

[0014] Furthermore, the specific configuration and logic for the excitation drive module to receive and process the three-channel output current column vector are as follows: The excitation drive module includes a current detection unit and a DC bus voltage detection unit corresponding to the three excitation coils respectively. The excitation drive module extracts the three-channel output current column vector as the target reference vector and simultaneously obtains the actual feedback excitation current column vector through the current detection unit. The difference between the target reference vector and the actual feedback excitation current column vector is input to a preset current loop proportional-integral controller for discretization and iterative calculation to generate the theoretical terminal voltage command column vector required to drive each section of the coil.

[0015] Furthermore, the logic by which the excitation drive module generates the corresponding drive current based on the theoretical terminal voltage command column vector is as follows: The vehicle DC bus voltage is collected in real time by the DC bus voltage detection unit. The theoretical terminal voltage command column vector of each channel is divided by the vehicle DC bus voltage to generate the pulse width modulation duty cycle sequence corresponding to each independent channel. The final target duty cycle vector is generated by independently truncating each row element of the pulse width modulation duty cycle sequence using a saturation limiting function. Based on the target duty cycle vector, high-frequency turn-on and turn-off signals with corresponding duty cycles are generated. The on-board DC bus voltage is chopped into actual excitation current and injected into the excitation coils corresponding to each segment inside the execution body module, which serve as the final output drive current.

[0016] This invention provides a segmented magnetorheological adaptive traction buffer integrated device. It has the following beneficial effects: 1. This invention arranges micro-buffer sections, conventional buffer sections, and extreme buffer sections sequentially between the traction transmission rod and the housing, and independently configures excitation coils and magnetorheological media inside each buffer section. This avoids hydraulic interference between multiple working chambers, enables independent adjustment of the damping characteristics of each section, and improves the operational stability of the traction buffer device.

[0017] 2. This invention constructs a state space vector by synchronously collecting multi-dimensional physical quantities through a parameter sensing module, and calculates a comprehensive impact evaluation index based on the longitudinal impact load to classify operating conditions. For micro-impact, medium-impact, and extreme-impact, the corresponding control algorithm is called to generate theoretical damping force. It can output matching damping requirements for external impact loads of different amplitudes, thereby improving the damping adaptive adjustment accuracy of the device under different impact conditions.

[0018] 3. This invention decouples and distributes the target excitation current command to three control channels through a spatial allocation matrix, and performs iterative calculations by subtracting the column vectors of the three-channel output current from the column vectors of the actual feedback excitation current to generate a column vector of the theoretical terminal voltage command. Then, the drive current is generated by chopping and input to each section of the excitation coil, which can realize the accurate closed-loop output of the excitation current of the three-section magnetorheological working chamber and shorten the control response delay of the device to impact load. Attached Figure Description

[0019] Figure 1 This is a perspective view of the present invention; Figure 2 This is a schematic diagram of the assembly of the present invention; Figure 3 This is a schematic diagram of the system timing interaction of the present invention; Figure 4 This is a schematic diagram of the method flow of the present invention; Figure 5 This is a flowchart of the multidimensional parameter acquisition and processing of the present invention; Figure 6 This is a timing diagram of the three-interval determination and algorithm call of the present invention; Figure 7 This is a flowchart of the multimodal damping control and bottom dead zone inverse mapping of the present invention; Figure 8 The following is a timing distribution diagram of the three-channel current collaborative decoupling under the multi-state operating conditions of the present invention, wherein (a) is a distribution diagram of the target total current demand under different control algorithms, and (b) is the timing distribution diagram of the multi-segment physical entity current execution under the decoupling of the spatial allocation matrix family.

[0020] The following are the labeling elements in the figure: 1. Housing; 2. Assembly; 21. Traction transmission rod; 22. Guide structure; 23. Sealing structure; 24. Micro buffer section; 25. Conventional buffer section; 26. Ultimate buffer section; 27. Compensation mechanism; 3. Existing coupler assembly; 4. Control system; 41. Actuator module; 42. Parameter sensing module; 43. Working condition control module; 44. Excitation drive module. Detailed Implementation

[0021] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] See attached document Figure 1 -Appendix Figure 3This invention provides a segmented magnetorheological adaptive traction buffer integrated device, comprising: a housing 1, an assembly 2, and a control system 4 configured in conjunction with the assembly 2. The assembly 2 is disposed inside the housing 1, and the housing 1 is used to accommodate and support the assembly 2 and provide installation space for each buffer component inside the assembly 2. An existing coupler assembly 3 is disposed outside the housing 1, and the existing coupler assembly 3 cooperates with the vehicle connection structure to enable the longitudinal traction load, compressive load, and longitudinal impact load generated during vehicle operation to be transmitted to the assembly 2.

[0023] Assembly 2 includes a traction transmission rod 21, which is arranged along the axial direction of housing 1. One end of the traction transmission rod 21 is located inside the existing coupler assembly 3, so that the longitudinal force on the existing coupler assembly 3 can be transmitted to the traction transmission rod 21, and further transmitted to the buffer sections inside the assembly 2 through the traction transmission rod 21. When the vehicle is traction, braking, coupling, or subjected to longitudinal impact, a relative interaction tendency is generated between the existing coupler assembly 3 and housing 1, and the traction transmission rod 21 is subjected to the corresponding axial tensile or compressive force, so that the assembly 2 enters the corresponding traction buffer working state.

[0024] The outer wall of the traction transmission rod 21 is provided with a guide structure 22, which is located between the traction transmission rod 21 and the external structure. The guide structure 22 is used to guide the axial relative movement of the traction transmission rod 21 relative to the housing 1. When the longitudinal load is applied to the traction transmission rod 21 through the existing coupler assembly 3, the traction transmission rod 21 can move in a predetermined axial direction under the restriction of the guide structure 22, so as to reduce the radial offset of the traction transmission rod 21 during the force application process, and make the longitudinal force transmitted to the subsequent buffer structure along the longitudinal load transmission path of the assembly 2.

[0025] The outer wall of the guide structure 22 is provided with a sealing structure 23, which is located between the guide structure 22 and the micro-buffer section 24. The sealing structure 23 is used to seal the corresponding position of the assembly 2 and to structurally separate the guide area at the front end of the traction transmission rod 21 from the subsequent buffer working area. Through the cooperation of the guide structure 22 and the sealing structure 23, during the axial relative movement of the traction transmission rod 21, the traction transmission rod 21 is kept in the predetermined direction of movement while the corresponding working area inside the assembly 2 is sealed, thereby providing a structural basis for the segmented work of the subsequent micro-buffer section 24, conventional buffer section 25 and ultimate buffer section 26.

[0026] A micro-buffer section 24 is fixedly installed on the outer wall of the sealing structure 23. A conventional buffer section 25 and a limit buffer section 26 are also installed inside the housing 1. The micro-buffer section 24, the conventional buffer section 25, and the limit buffer section 26 are arranged sequentially along the longitudinal load transmission direction. One end of the conventional buffer section 25 is fixed to the outer wall of the micro-buffer section 24, and the other end of the conventional buffer section 25 is fixed to one end of the limit buffer section 26, so that the micro-buffer section 24, the conventional buffer section 25, and the limit buffer section 26 form a segmented buffer structure arranged sequentially inside the housing 1. The three buffer structures correspond to the micro-buffer section, the conventional section, and the limit section. Each buffer section is independently equipped with an excitation coil and a magnetorheological medium, and is set on the longitudinal load transmission path between the traction transmission rod 21 and the housing 1, so that different buffer sections can generate corresponding damping effects according to the corresponding excitation state.

[0027] During vehicle operation, when the existing coupler assembly 3 is subjected to longitudinal force, the longitudinal force is first transmitted to the traction transmission rod 21, and the traction transmission rod 21 drives the assembly 2 to generate a corresponding axial force. The micro buffer section 24, the conventional buffer section 25, and the ultimate buffer section 26 are arranged sequentially along the longitudinal load transmission direction, so that the device can generate a damping effect that matches the current working condition through the corresponding buffer section according to the change of external longitudinal impact load. The micro buffer section 24 corresponds to the buffering requirements under small impact conditions, the conventional buffer section 25 participates in the buffering effect under medium impact conditions, and the ultimate buffer section 26 is used to meet the need to further improve the buffering capacity under larger longitudinal impact conditions. Thus, the cooperation between different buffer sections is used to perform segmented buffering and energy dissipation for longitudinal impacts of different degrees.

[0028] A compensation mechanism 27 is fixed at the end of the extreme buffer section 26 away from the conventional buffer section 25. The compensation mechanism 27 is fixed to the inner wall of the housing 1, so that the compensation mechanism 27 is located at the rear end of the assembly 2 and is connected to the housing 1. The compensation mechanism 27 is supported by the housing 1 and forms a continuous longitudinal load transmission relationship with the extreme buffer section 26, the conventional buffer section 25 and the micro buffer section 24 arranged in front. When the external longitudinal load acts on the traction transmission rod 21 and causes each buffer section to produce a corresponding action, the compensation mechanism 27 is used to cooperate with the assembly 2 to complete the corresponding mechanical compensation and reset, so that the assembly 2 can return to the corresponding initial working state after the external longitudinal load is released.

[0029] Therefore, the existing coupler assembly 3, traction transmission rod 21, guide structure 22, sealing structure 23, micro-buffer section 24, conventional buffer section 25, ultimate buffer section 26, and compensation mechanism 27 form a mutually cooperating mechanical force transmission and buffering structure along the longitudinal load transmission direction. When the vehicle is subjected to longitudinal traction, braking, or impact, the existing coupler assembly 3 transmits the longitudinal load to the traction transmission rod 21. Under the guidance of the guide structure 22, the traction transmission rod 21 generates axial relative movement and transmits the force to the segmented buffer structure. The micro-buffer section 24, conventional buffer section 25, and ultimate buffer section 26 generate damping effects according to their corresponding working states, dissipating the longitudinal impact energy in segments. After the load action ends, the corresponding moving parts are restored to their initial working positions through the mechanical reset action of the compensation mechanism 27 and the assembly 2, providing working conditions for the next longitudinal impact buffering process.

[0030] The control system 4 is configured in conjunction with the assembly 2 and is used to adjust the buffering operation state of the assembly 2 according to the longitudinal impact state of the vehicle; specifically, the control system 4 includes: The execution body module 41 is used to transmit the longitudinal load of the train and dissipate the impact energy. The execution body module 41 is equipped with a basic mechanical reset component and three mutually isolated magnetorheological working sections along the traction force transmission direction. The three magnetorheological working sections are arranged in sequence as a micro-impact section, a conventional section and a limit section. Each working section is independently equipped with an excitation coil and a magnetorheological medium.

[0031] All three magnetorheological working sections are located on the longitudinal load transmission path between the central traction rod and the outer housing 1 of the actuator module 41. When the central traction rod moves axially relative to the outer housing 1, each working section generates a damping effect according to the excitation state of the corresponding excitation coil. The basic mechanical reset assembly is located between the central traction rod and the outer housing 1 and is used to return the central traction rod to its initial position after the external longitudinal load is released.

[0032] The parameter sensing module 42 is arranged in the car body underframe, the buffer device housing 1 and the internal working cavity; the parameter sensing module 42 is used to synchronously collect longitudinal impact load, total train load, longitudinal impact acceleration, traction relative displacement, traction relative motion speed and internal working temperature, and transmit the collected data to the working condition control module 43.

[0033] The operating condition control module 43 is connected to the parameter sensing module 42 and the excitation drive module 44. The operating condition control module 43 has built-in micro-vibration suppression control algorithm, load feedforward and dynamic ratio control algorithm, terminal sliding mode and ultimate protection control algorithm, and is preset with impact judgment threshold, current and damping inverse mapping relationship function, temperature compensation model and spatial allocation matrix. The operating condition control module 43 is used to receive the data collected by the parameter sensing module 42, calculate and output the target excitation current command.

[0034] The excitation drive module 44 is electrically connected to the operating condition control module 43 and the execution body module 41. The excitation drive module 44 is used to receive the target excitation current command, generate the corresponding drive current, and output the drive current to the three excitation coils in the execution body module 41 respectively. The excitation drive module 44 also includes a current detection unit and a DC bus voltage detection unit corresponding to the three excitation coils respectively, which are used to obtain the three actual excitation currents and the vehicle DC bus voltage.

[0035] See attached document Figure 4 This invention provides a segmented magnetorheological adaptive traction buffer integrated method, the method comprising: S1, the parameter sensing module 42 synchronously collects longitudinal impact load, total train load, longitudinal impact acceleration, traction relative displacement, traction relative motion speed and internal working temperature, filters and reduces noise on the collected data, constructs a state space vector and transmits the state space vector to the working condition control module 43. S2, the operating condition control module 43 extracts the longitudinal impact load from the state space vector, calculates the comprehensive impact assessment index based on the amplitude characteristics and rate of change of the longitudinal impact load, and uses the comprehensive impact assessment index as the classification judgment quantity of the current operating condition: when the comprehensive impact assessment index is lower than the preset first threshold, the micro-vibration suppression control algorithm is called; when the comprehensive impact assessment index is between the first threshold and the preset second threshold, the load feedforward and dynamic ratio control algorithm is called; when the comprehensive impact assessment index is higher than the second threshold, the terminal sliding mode and ultimate protection control algorithm is called. S3, the operating condition control module 43 calls the corresponding control algorithm according to the current operating condition determined in step S20, and extracts the state parameters required by the corresponding control algorithm from the state space vector. For the minor impact condition, the traction relative displacement and traction relative motion speed are used; for the medium impact condition, the total train load, traction relative motion speed and longitudinal impact acceleration are used; for the extreme impact condition, the traction relative displacement and traction relative motion speed are used. The theoretical damping force required under the current operating condition is calculated. The theoretical damping force is characterized by the damping force amplitude, and the actual direction of the theoretical damping force is opposite to the direction of the traction relative motion velocity. Then, based on the preset inverse mapping relationship function between current and damping, the theoretical damping force is converted into a reference excitation current command. S4, the operating condition control module 43 extracts the internal operating temperature from the state space vector, inputs the internal operating temperature into the preset temperature compensation model to calculate the temperature deviation coefficient, and multiplies the reference excitation current command with the temperature deviation coefficient by a scalar to obtain the temperature compensation current command. When the absolute value of the relative traction displacement is detected to reach the preset physical boundary threshold, the operating condition control module 43 starts the preset attenuation function to limit and reduce the amplitude of the temperature compensation current command, and generates the target excitation current command. S5, the operating condition control module 43 decouples and distributes the target excitation current command to three current control channels according to the preset spatial allocation matrix: under the micro-impact condition, the target excitation current command is distributed to the micro-impact segment control channel through the first allocation matrix; under the medium-impact condition, the target excitation current command is distributed to the micro-impact segment control channel and the normal segment control channel through the second allocation matrix; under the extreme impact condition, the target excitation current command is distributed to the micro-impact segment control channel, the normal segment control channel and the extreme segment control channel through the third allocation matrix. S6, the excitation drive module 44 receives the target excitation current command allocated to each current control channel, generates the corresponding drive current and outputs it to the excitation coils of each segment inside the execution body module 41, changes the magnetic field strength in each magnetorheological working segment to generate the corresponding damping force; the parameter sensing module 42 collects the dynamic response data of the vehicle body after the corresponding damping force is applied in real time and returns to step S10 to enter the iteration loop of the next control cycle.

[0036] See attached document Figure 5 The step S1 provided by the present invention includes the following steps in a specific implementation: S101, the parameter sensing module 42 synchronously acquires multi-dimensional raw analog signals through a distributed hardware sensor network. Specifically, it measures the longitudinal tensile and compressive stress state by force sensors installed at the coupler buffer to generate longitudinal impact loads, and acquires the load information of each vehicle by pressure sensors installed at the air springs of each vehicle. The load information of each vehicle is then aggregated to generate the total train load.

[0037] The parameter sensing module 42 also measures the instantaneous acceleration of the vehicle body along the track direction by a single-axis accelerometer fixed to the vehicle body underframe structure to generate longitudinal impact acceleration. It obtains the relative motion position by a linear displacement sensor that is bridging the outer shell 1 of the execution body module 41 and the central traction rod to generate traction relative displacement. After the displacement signal is converted from analog to digital and filtered digitally, the traction relative motion speed is calculated based on the difference in traction relative displacement between adjacent sampling periods and the sampling time step.

[0038] For measuring the internal working temperature, the parameter sensing module 42 obtains the physical temperature of the medium by using the thermal resistance temperature sensing element embedded in each segment of the magnetorheological working cavity of the execution body module 41, and determines the maximum value of the temperature measurement values ​​of the three magnetorheological working cavities in the same sampling period as the internal working temperature of the current sampling period. All kinds of sensors are connected to the synchronous sampling channel of the parameter sensing module 42 and perform multi-channel synchronous analog-to-digital conversion according to the same preset sampling frequency.

[0039] The mechanical installation and fixing methods of various hardware sensors on rail vehicles, as well as the electrical wiring and cabling methods, can be adapted and matched according to the characteristics of the vehicle's underframe structure.

[0040] S102, the parameter sensing module 42 performs analog-to-digital conversion on the acquired multidimensional raw analog signal to generate a discrete digital sequence. The internal microprocessor uses an infinite impulse response digital filter to iteratively calculate the discrete digital sequence to generate filtered effective physical data. The specific configuration of the digital filtering and noise reduction calculation formula of the parameter sensing module 42 is as follows: ; In the formula: This is the filtered output value for the current sampling period; This is the current sampling period number; This refers to the index number of the feedforward filter coefficients; The order of the feedforward filter is N. In this embodiment, the order N of the feedforward filter ranges from 2 to 4. For the first One feedforward filter coefficient; For the first The original input value for each sampling period; This refers to the index number of the feedback filter coefficients; The order of the feedback filter is 2 to 4 in this embodiment. For the first One feedback filter coefficient; For the first The filtered output value for each sampling period.

[0041] S103, the parameter sensing module 42 integrates the various effective physical data after digital filtering according to a preset sequence of the same sampling time, and arranges the various physical quantities into a one-dimensional column vector to construct a unified state space vector; the specific mathematical structure of the state space vector is defined as follows: ; In the formula: This is the state space vector for the current sampling period; This is the current sampling period number; The longitudinal impact load for the current sampling period; This represents the total train load for the current sampling period; This represents the longitudinal impact acceleration during the current sampling period. This represents the relative displacement due to traction during the current sampling period. The relative traction velocity during the current sampling period; This refers to the internal operating temperature during the current sampling period. This is the matrix transpose symbol.

[0042] After the parameter sensing module 42 completes the data encapsulation of the state space vector, it sends the state space vector to the operating condition control module 43 through the controller local area network bus communication protocol.

[0043] See attached document Figure 6 In a specific implementation, step S2 provided by the present invention includes the following steps: S201, the impact intensity during train operation is related to the absolute amplitude of the longitudinal force, and is also directly related to the instantaneous change gradient of the longitudinal force; the working condition control module 43 parses the received state space vector and extracts the longitudinal impact load data, and calculates the longitudinal impact load change rate based on the longitudinal impact load difference between adjacent sampling periods and the sampling time step.

[0044] Subsequently, the absolute value of the amplitude of the longitudinal impact load and the absolute value of the rate of change of the longitudinal impact load are input into a preset comprehensive evaluation function to calculate and generate the comprehensive impact evaluation index for the current sampling period; the specific mathematical formula of the comprehensive evaluation function is configured as follows: ; In the formula: This serves as a comprehensive impact assessment indicator for the current sampling period; This is the current sampling period number; The load amplitude weighting coefficient is used, and in this embodiment, the value of the load amplitude weighting coefficient ranges from 0.6 to 0.8. The load change rate weighting coefficient is used in this embodiment. The value range of the load change rate weighting coefficient is 0.2 to 0.4, and the algebraic sum of the load amplitude weighting coefficient and the load change rate weighting coefficient is equal to 1. The longitudinal impact load of the previous sampling period; This is the fixed sampling time step for the system.

[0045] S202, the working condition control module 43 extracts the first threshold and the second threshold preset in the internal memory, and compares the calculated comprehensive impact evaluation index with the first threshold and the second threshold for logical judgment; the first threshold corresponds to the upper limit limit of the small high-frequency vibration load excited by random track irregularities under the uniform speed and smooth cruise working condition, and the second threshold corresponds to the upper limit limit of the conventional physical bearing capacity of the traction buffer device designed under the conventional acceleration start and deceleration braking speed regulation working condition.

[0046] The value of the second threshold is strictly greater than that of the first threshold, and the specific values ​​of both are determined by conversion based on the rated total traction mass of the assigned rail vehicle and the design capacity parameters of the buffer device. In this embodiment, the value range of the first threshold is 50kN to 100kN, and the value range of the second threshold is 300kN to 500kN. After calibration is completed for a rail vehicle of a certain model, the first threshold and the second threshold are determined to be a single fixed value from the value range and written into the internal memory of the working condition control module 43.

[0047] S203, the operating condition control module 43 triggers the underlying software routing execution logic based on the comparison results of the comprehensive impact assessment index with the first threshold and the second threshold: when the comprehensive impact assessment index is strictly less than the first threshold, it is determined that the current operating condition is a minor impact condition and the micro-vibration suppression control algorithm is called through software pointer jump; when the comprehensive impact assessment index is greater than or equal to the first threshold and less than or equal to the second threshold, it is determined that the current operating condition is a moderate impact condition and the load feedforward and dynamic ratio control algorithm is called through software pointer jump; when the comprehensive impact assessment index is strictly greater than the second threshold, it is determined that the current operating condition is an extreme impact condition and the terminal sliding mode and ultimate protection control algorithm is called through software pointer jump; the three sets of control algorithms are independently compiled in different memory address areas inside the operating condition control module 43 and are exclusively called according to the mutual exclusion principle in any sampling period.

[0048] See attached document Figure 7 In a specific implementation, step S3 provided by the present invention includes the following steps: S301, when the software routing execution logic jumps to the micro-vibration suppression control algorithm, based on the physical characteristics of the rail vehicle exhibiting high-frequency, low-amplitude random vibration under micro-impact conditions, the condition control module 43 extracts the traction relative displacement and traction relative velocity from the state space vector, and inputs the traction relative displacement and traction relative velocity as displacement deviation and velocity deviation, respectively, into the preset fuzzy proportional-integral-derivative controller. The theoretical damping force under micro-impact conditions is generated through online adaptive tuning of the control parameters using a preset fuzzy rule base. The specific damping force calculation formula is configured as follows: ; In the formula: This represents the theoretical damping force under minor impact conditions. This is the current sampling period number; The basic scaling factor is used, and in this embodiment, the value of the basic scaling factor ranges from 1000 to 5000. The proportional gain parameter is obtained through fuzzy inference. In this embodiment, the value range of the proportional gain parameter is -1000 to 1000. The basic integral coefficient is used, and in this embodiment, the value of the basic integral coefficient ranges from 10 to 100. The integral gain parameter is obtained through fuzzy inference. In this embodiment, the value range of the integral gain parameter is -20 to 20. This represents the relative displacement due to traction during the current sampling period. The time step index variable for the integration accumulation operation; For the first The relative displacement of traction in each sampling period; The sampling time step is fixed for the system; The basic differential coefficients are used, and in this embodiment, the values ​​of the basic differential coefficients range from 500 to 2000. The differential gain parameter is obtained through fuzzy inference. In this embodiment, the value range of the differential gain parameter is -500 to 500. This represents the relative traction velocity during the current sampling period.

[0049] S302, when the software routing execution logic jumps to the load feedforward and dynamic ratio control algorithm, considering the difference in longitudinal impact kinetic energy caused by changes in vehicle load under moderate impact conditions, the operating condition control module 43 extracts the total train load in the state space vector as the feedforward compensation base, and constructs a dynamic state equation by combining the traction relative motion speed and longitudinal impact acceleration, and calculates the theoretical damping force under moderate impact conditions; the specific damping force calculation formula is configured as follows: ; In the formula: This represents the theoretical damping force under moderate impact conditions. This is the current sampling period number; The value of the feedforward damping coefficient is 0.5 to 2.0 in this embodiment. This represents the total train load for the current sampling period; The relative traction velocity during the current sampling period; The equivalent longitudinal mass of the train; This represents the longitudinal impact acceleration during the current sampling period.

[0050] S303, when the software routing execution logic jumps to the terminal sliding mode and limit protection control algorithm, the extreme impact condition requires the buffer system to dissipate a huge amount of impact kinetic energy within a finite time. The condition control module 43 constructs a nonlinear sliding surface based on the relative displacement and relative velocity of traction, and uses a reaching law algorithm to make the system state converge to the equilibrium point within a finite time, and calculates the theoretical damping force under the extreme impact condition; the specific sliding surface construction formula and damping force calculation formula are configured as follows: ; ; In the formula: The sliding surface variable for the current sampling period; This is the current sampling period number; The sliding surface coefficient is greater than zero; in this embodiment, the value of the sliding surface coefficient ranges from 10 to 50; where: This represents the theoretical damping force under extreme impact conditions. The first sliding surface design constant is defined as 1000 to 3000 in this embodiment. This represents the relative displacement due to traction during the current sampling period. The design constant for the second sliding surface is 500 to 1500 in this embodiment. The relative traction velocity during the current sampling period; The value of the positive odd numerator parameter is set to 3 or 5 in this embodiment; The positive odd denominator parameter is set, and in this embodiment, the value of the positive odd denominator parameter is 7 or 9; The switching gain constant is used, and in this embodiment, the value of the switching gain constant ranges from 100 to 500. It is a mathematical symbol function.

[0051] S304, after the working condition control module 43 calculates the theoretical damping force for the corresponding working condition through any control algorithm, it determines the required damping force for the current sampling period according to the amplitude of the theoretical damping force, and makes the corresponding damping action direction opposite to the direction of the traction relative motion speed; the working condition control module 43 extracts the current and damping inverse mapping relationship function preset in the internal memory, and converts the theoretical damping force value into the reference excitation current command at the bottom layer of the system.

[0052] The inverse mapping function between current and damping is constructed based on a quasi-static shear yield stress mechanical model of magnetorheological media and includes a bottom-level boundary dead zone error prevention mechanism; the specific inverse current mapping calculation formula is configured as follows: ; In the formula: The reference excitation current command for the current sampling period; This is the current sampling period number; This refers to the theoretical damping force obtained from the solution under the corresponding working condition; The mechanical basic friction constant is defined as 500N to 2000N in this embodiment. The structural constant of the magnetorheological damper is denoted as , and in this embodiment, the value of the structural constant of the magnetorheological damper ranges from 1000 N / A to 5000 N / A.

[0053] Step S4 provided by the present invention includes the following steps in a specific implementation: S401, as the execution module 41 continuously dissipates longitudinal impact kinetic energy, the physical temperature of the internal working cavity exhibits dynamic changes. This physical temperature drift causes nonlinear fluctuations in the apparent viscosity and shear yield stress of the magnetorheological medium. The operating condition control module 43 extracts the internal working temperature from the state space vector and inputs it into a preset temperature compensation model. A second-order polynomial fitting algorithm is used to calculate the temperature deviation coefficient, which comprehensively characterizes the thermal decay or cold stiffening effect of the medium. The specific formula for calculating the temperature deviation coefficient is configured as follows: ; In the formula: This is the temperature deviation coefficient for the current sampling period; This is the current sampling period number; The first compensation coefficient is used, and in this embodiment, the value range of the first compensation coefficient is -0.005 to -0.001. This refers to the internal operating temperature during the current sampling period. The reference operating temperature is the factory-calibrated reference operating temperature, which is 25°C in this embodiment. The value of the secondary compensation coefficient is 0.00001 to 0.00005 in this embodiment.

[0054] S402, after obtaining the temperature deviation coefficient that comprehensively characterizes the viscosity-temperature properties of the physical medium, the operating condition control module 43 performs a scalar multiplication operation between the reference excitation current command generated at the system's bottom layer and the temperature deviation coefficient. This direct mapping adjusts the driving amplitude of the excitation current to offset the damping force attenuation or hardening error caused by physical temperature drift. The calculation generates a temperature compensation current command, and the corresponding current correction formula is configured as follows: ; In the formula: This is the temperature compensation current command for the current sampling period; This is the current sampling period number; The reference excitation current command for the current sampling period; This represents the temperature deviation coefficient for the current sampling period.

[0055] S403, when the train traction buffer device approaches the maximum physical travel of the mechanical structure, the control module limits the excitation current to a high amplitude state under the boundary conditions; the operating condition control module 43 continuously monitors the absolute value of the traction relative displacement and compares it with the preset physical boundary threshold in real time: when the absolute value of the traction relative displacement does not reach the physical boundary threshold, the temperature compensation current command is directly output as the target excitation current command; when the absolute value of the traction relative displacement reaches or exceeds the physical boundary threshold, the preset nonlinear decay function is activated to continuously unload and reduce the current amplitude and generate the final target excitation current command.

[0056] The current amplitude reduction process is limited to the mechanical allowable stroke range of the execution body module 41; the specific nonlinear amplitude limiting calculation formula is configured as follows: ; In the formula: The target excitation current command for the current sampling period; This is the current sampling period number; This is the temperature compensation current command for the current sampling period; This represents the relative displacement due to traction during the current sampling period. The physical boundary threshold is set, and in this embodiment, the value range of the physical boundary threshold is 0.9 to 0.95 times the maximum mechanical stroke design value of the execution body module 41; is the base of the natural logarithm; The space decay rate constant is denoted as 50 to 200 in this embodiment.

[0057] See attached document Figure 8 In a specific implementation, step S5 provided by the present invention includes the following steps: S501, the execution body module 41 has a multi-segment structure, including a micro-impact segment, a normal segment and an extreme segment that work independently; after generating a single-dimensional target excitation current command, the operating condition control module 43 needs to convert the target excitation current command into a specific channel execution signal to drive the three independent magnetorheological working segments inside the execution body module 41.

[0058] The operating condition control module 43 extracts the current sampling period operating condition classification and judgment status generated in the previous steps and calls the internally preset spatial allocation matrix family to perform decoupling operations. Simultaneously, it constructs a three-dimensional column vector composed of the micro-impact segment control channel current, the normal segment control channel current, and the extreme segment control channel current as the bottom-level output node. The general multi-channel current decoupling configuration formula is set as follows: ; In the formula: This is the column vector of the three-channel output current for the current sampling period; This is the current sampling period number; The space allocation matrix is ​​used for the corresponding operating conditions; The target excitation current command for the current sampling period.

[0059] S502, based on the classification result of the system currently being in a minor impact condition, the operating condition control module 43 calls the first allocation matrix of the internally fixed address to participate in the multi-channel current decoupling configuration calculation. Within the first allocation matrix, only the first row element corresponding to the minor impact segment is limited to one, and all other row elements are limited to zero. The specific matrix structure formula is configured as follows: ; In the formula: This is the first assignment matrix used for minor impact conditions.

[0060] S503, based on the classification result of the system currently being in a medium-impact condition, the condition control module 43 calls the second allocation matrix with internally fixed addresses to synchronously decouple the target excitation current command to the micro-impact segment control channel and the normal segment control channel; the last row element corresponding to the extreme segment inside the second allocation matrix is ​​constantly limited to zero, and the first row elements and middle row elements of the second allocation matrix are configured as constants according to the mechanical design ratio of the effective magnetic field area inside the micro-impact segment and the normal segment; the specific matrix structure formula configuration is as follows: ; In the formula: This is the second allocation matrix used for moderate impact conditions; In this embodiment, the value range of the first reduced-order weight element corresponding to the micro-surge control channel is 0.3 to 0.4. The second reduced-order weight element corresponds to the control channel of the regular segment, and the value range of the second reduced-order weight element is 0.6 to 0.7.

[0061] S504, based on the classification result of the system currently being in an extreme impact condition, the condition control module 43 calls the third allocation matrix of the internal fixed address to allocate the target excitation current command to the three independent control channels. Each of the three row elements within the third allocation matrix is ​​assigned a specific constant weight; the specific matrix structure formula is configured as follows: ; In the formula: This is the third allocation matrix used for extreme impact conditions; The first global weight element corresponding to the micro-surge segment control channel is, in this embodiment, the value range of the first global weight element is 0.1 to 0.2; The second global weight element corresponds to the control channel of the regular segment, and the value range of the second global weight element is 0.3 to 0.5; The third global weight element corresponds to the limit segment control channel. The value range of the third global weight element is 0.4 to 0.6, and the algebraic sum of all global weight elements is equal to 1.

[0062] The specific constant values ​​of the weighting elements are determined by offline bench tests based on the effective magnetic field area of ​​the three magnetorheological working sections, the correspondence between current and damping, the ampere-turns tolerance of the independent excitation coil, and the maximum heat dissipation power limit. The actual damping force of the three working sections combined under each working condition is matched with the corresponding theoretical damping force as the setting constraint. The working condition control module 43 executes the full-channel concurrent allocation command through the third allocation matrix to drive the three working sections to synchronously establish the damping energy dissipation magnetic field.

[0063] Step S6 provided by the present invention includes the following steps in a specific implementation: S601, the independent electromagnetic coils inside the execution body module 41 have inherent physical characteristics of current response lag as large inductive loads; the excitation drive module 44 extracts the three-channel output current column vector of the current sampling period as the target reference value, and synchronously obtains the actual feedback excitation current column vector through the current detection unit inside the excitation drive module 44.

[0064] The excitation drive module 44 inputs the difference between the target reference vector and the actual feedback vector to a preset current loop proportional-integral controller for discretization and iterative calculation, generating a column vector of theoretical terminal voltage commands required to drive each section of the coil; the specific current loop calculation formula is configured as follows: ; In the formula: This is the theoretical terminal voltage command column vector for the current sampling period; This is the current sampling period number; This is the proportional gain matrix of the current loop; This is the column vector of the three-channel output current for the current sampling period; This is the column vector of the actual feedback excitation current in the current sampling period; This is the integral gain matrix of the current loop; For the first The three-channel output current column vector for each sampling period; For the first The actual feedback excitation current column vector for each sampling period; The time step index variable for the integration accumulation operation; This is the fixed sampling time step for the system.

[0065] The gain matrices are all configured as main diagonal matrices consisting of three independent positive real numbers. The diagonal matrix structure ensures that the three control channels do not interfere with each other at the mathematical solution level. The constant parameters in the gain matrix are tuned by pole configuration based on the inductance and resistance parameters of the electromagnetic coil.

[0066] S602, during the actual operation of the rail vehicle, the voltage on the power supply grid side of the on-board DC bus experiences random fluctuations. These transient fluctuations cause the actual terminal voltage output by the pure proportional-integral controller to deviate from the theoretical required value. The excitation drive module 44 uses the DC bus voltage detection unit to collect the on-board DC bus voltage in real time as a feedforward compensation reference, and performs a division ratio calculation between the theoretical terminal voltage command column vector of each channel and the on-board DC bus voltage.

[0067] The feedforward division logic cancels out the drive gain distortion caused by bus voltage fluctuations, and calculates and generates the pulse width modulation duty cycle sequence corresponding to each independent channel; the excitation drive module 44 uses a saturation limiting function to independently truncate each row element of the pulse width modulation duty cycle sequence to generate the final target duty cycle vector; the specific duty cycle calculation and limiting formula configuration is as follows: ; In the formula: The target duty cycle vector for the current sampling period; This is the current sampling period number; It is a saturation limiting function; This is the theoretical terminal voltage command column vector for the current sampling period; This represents the on-board DC bus voltage during the current sampling period.

[0068] The lower boundary value of the saturation limiting function is fixed at zero and the upper boundary value is fixed at 100%. This boundary constraint operation ensures that the target duty cycle vector strictly conforms to the input bit tolerance of the underlying microprocessor pulse width modulation hardware peripheral register.

[0069] S603, the excitation drive module 44 receives the target duty cycle vector generated by the internal current closed-loop control unit and performs opto-isolation. The internal gate drive chip generates high-frequency turn-on and turn-off signals corresponding to the duty cycle according to the target duty cycle vector. By controlling the conduction state of the power switch, the on-board DC bus voltage is chopped into actual excitation current and injected into the corresponding excitation coils in each segment of the execution body module 41. A damped energy-dissipating magnetic field perpendicular to the flow direction of the magnetorheological medium is established through electromagnetic induction. The circuit topology and hardware selection of the power switch in the excitation drive module 44 can be matched according to the system current carrying capacity.

[0070] To aid in understanding the technical solution of this invention, the following is an application example of a heavy-haul freight train experiencing a longitudinal impact during the coupling process. The total load of the train is set to the full-load design capacity, the system has a fixed sampling period, the current measured value of the bus power supply voltage is within the physical fluctuation range allowed by the rated power supply, and the internal memory of the operating condition control module 43 has preset a first threshold for minor impact and a second threshold for moderate impact. The parameter sensing module 42 synchronously collects raw data during the current sampling period and generates longitudinal impact load, longitudinal impact acceleration, traction relative displacement, traction relative motion speed and internal working temperature by denoising through an infinite impulse response digital filter. The parameter sensing module 42 packages the various physical quantities after digital processing into a state space vector and transmits it to the working condition control module 43.

[0071] The load control module 43 extracts the ratio of the load difference between adjacent sampling periods to the time step to obtain the longitudinal impact load change rate. The load control module 43 multiplies the absolute load amplitude and the change rate by preset weight coefficients and adds them together to obtain the current comprehensive impact assessment index. The comprehensive impact assessment index is currently between the first threshold and the second threshold. The load control module 43 determines that the current condition is a medium impact condition and calls the load feedforward and dynamic ratio control algorithm in the internal memory.

[0072] The operating condition control module 43 extracts the total train load from the state space vector and calculates the theoretical damping force by combining the traction relative motion speed and longitudinal impact acceleration. The operating condition control module 43 subtracts the mechanical foundation friction force from the theoretical damping force and divides it by the magnetorheological damper structural constant. The operating condition control module 43 calculates the current reference excitation current command based on the preset current and damping inverse mapping relationship function.

[0073] The operating condition control module 43 inputs the internal operating temperature that deviates from the factory calibration reference into the preset temperature compensation model to calculate a temperature deviation coefficient greater than one unit. The operating condition control module 43 multiplies the reference excitation current command with the temperature deviation coefficient to obtain a temperature compensation current command with amplified amplitude. Since the absolute value of the current traction relative displacement has not reached the preset physical boundary threshold, the operating condition control module 43 does not activate the preset nonlinear decay function and directly outputs the temperature compensation current command as the target excitation current command.

[0074] The operating condition control module 43 calls the preset second allocation matrix to allocate the target excitation current command to the micro-impact section control channel and the normal section control channel. The second allocation matrix limits the corresponding reduced-order weight element of the extreme section control channel to zero and sets a fixed first reduced-order weight element of the micro-impact section and a second reduced-order weight element of the normal section. The operating condition control module 43 calculates the target output current allocated to the micro-impact section and the target output current allocated to the normal section through space matrix multiplication, and forces the target output current allocated to the extreme section to be constant at zero.

[0075] The excitation drive module 44 receives three target output currents and performs closed-loop iterative calculations with the actual feedback excitation current to generate theoretical terminal voltage commands for each channel. The excitation drive module 44 performs a division ratio calculation with the on-board DC bus voltage for each channel to offset the deviation on the power supply side. The excitation drive module 44 generates the actual duty cycle of the micro-surge segment, the actual duty cycle of the conventional segment, and the duty cycle of the limit segment in the zero state through saturation limiting constraint calculations. The excitation drive module 44 generates drive current by high-frequency chopping according to the corresponding duty cycle and outputs it to the corresponding excitation coils of each segment inside the execution body module 41.

[0076] The experiment verified the physical performance of the full-size segmented magnetorheological adaptive traction buffer integrated prototype, which includes independent working chambers for micro-impact, conventional, and extreme sections, as the execution body module 41.

[0077] The experimental test platform is mechanically assembled and configured using a heavy-duty rail vehicle drop hammer impact test bench. The mass of the drop hammer is set as the equivalent counterweight corresponding to the rated total traction mass of the rail vehicle. Control group A is set as a conventional passive buffer with a composite buffer structure of polymer rubber pad and hydraulic damping. Control group B is set as a single-segment magnetorheological buffer with a single working chamber and conventional closed-loop feedback control algorithm. Experimental group C is set as the full-size integrated device of the present invention equipped with parameter sensing module 42, working condition control module 43 and excitation drive module 44.

[0078] The first experimental step involves rigidly anchoring control group A, control group B, and experimental group C onto the load-bearing support structure at the bottom of the drop hammer impact test bench. Various sensors in the parameter sensing module 42 are connected to the high-speed synchronous sampling channel of the hardware to meet the requirements of high-frequency dynamic physical response capture. The initial medium temperature of the internal working chamber of each test device is uniformly heated externally to the equivalent heating temperature under the simulated continuous operation of a train.

[0079] The second experimental step involves adjusting the minimum initial drop height of the drop hammer impact test bench so that the initial velocity of the hammer impact matches the micro-impact condition index corresponding to the uniform and stable cruising of a train. The parameter sensing module 42 collects the high-frequency vibration transmittance and relative displacement oscillation stabilization time corresponding to each group of devices. Each group of test devices independently conducts multiple rounds of repeated drop impact tests for specific corresponding conditions.

[0080] The third experimental step is to raise the drop height of the drop hammer impact test bench so that the initial velocity of the drop hammer impact meets the medium impact condition index corresponding to the conventional acceleration and deceleration braking of the train. The parameter sensing module 42 collects the peak impact load, peak acceleration of the car body and impact kinetic energy dissipation efficiency of each group of devices. Each group of test devices independently conducts multiple rounds of repeated drop impact tests for specific corresponding working conditions.

[0081] The fourth experimental step is to adjust the drop height of the extreme pull-down drop hammer impact test bench so that the initial velocity of the hammer impact meets the extreme impact condition index corresponding to the physical protection boundary of the equipment. The parameter sensing module 42 collects the maximum mechanical stroke utilization rate, the transient change rate of the extreme impact load, and the rapid increase in cavity temperature for each group of devices. Each group of test devices independently conducts multiple rounds of repeated drop impact tests for specific corresponding conditions.

[0082] Performance data of three different buffer devices under various operating conditions: As shown in the table above, under micro-impact conditions, the high-frequency vibration transmittance of experimental group C is in a highly efficient isolation state, and the relative displacement oscillation stabilization time shows extremely rapid convergence and stability. Under moderate impact conditions, the impact kinetic energy dissipation efficiency of experimental group C reaches the energy absorption level across the entire domain, and the peak acceleration of the vehicle body is reduced to a gentle obtuse angle acceleration. Under extreme impact conditions, the maximum mechanical stroke utilization rate of experimental group C remains within the safe redundancy and bottoming-out range, and the transient change rate of the ultimate impact load achieves smooth unloading transition, while the rapid increase in cavity temperature is maintained within the limit of distributed micro-temperature rise. The segmented magnetorheological adaptive traction buffer integrated device provided in this embodiment of the invention has better overall performance characteristics under multi-dimensional impact conditions than the traditional passive buffer of control group A and the single-segment magnetorheological buffer of control group B.

[0083] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended description and its equivalents.

Claims

1. A segmented magnetorheological adaptive traction and buffering integrated device, comprising a housing (1), an assembly (2), and a control system (4) matched with the assembly (2), characterized in that The assembly (2) is disposed inside the housing (1), and an existing coupler assembly (3) is disposed outside the housing (1). The assembly (2) includes a traction transmission rod (21), one end of which is located inside the existing coupler assembly (3). The outer wall of the traction transmission rod (21) is provided with a guide structure (22), and the outer wall of the guide structure (22) is provided with a sealing structure (23). The outer wall of the sealing structure (23) is fixed with a micro buffer section (24). The housing (1) is provided with a conventional buffer section (25) and a limit buffer section (26). One end of the conventional buffer section (25) is fixed to the outer wall of the micro buffer section (24), and the other end is fixed to one end of the limit buffer section (26). The other end of the limit buffer section (26) is fixed with a compensation mechanism (27), and the compensation mechanism (27) is fixed to the inner wall of the housing (1).

2. The segmented magnetorheological adaptive traction buffer integrated device according to claim 1, characterized in that, The control system (4) includes: The execution body module (41) is provided with a basic mechanical reset component and three mutually isolated magnetorheological working sections along the traction force transmission direction. The three magnetorheological working sections are arranged in sequence as a micro-impact section, a conventional section and a limit section. Each working section is independently equipped with an excitation coil and a magnetorheological medium. The three magnetorheological working sections are all set on the longitudinal load transmission path between the central traction rod and the outer shell. The parameter sensing module (42) is used to synchronously collect longitudinal impact load, total train load, longitudinal impact acceleration, traction relative displacement, traction relative motion speed and internal working temperature, and transmit the collected data to the working condition control module (43). The operating condition control module (43) is communicatively connected to the parameter sensing module (42) and the excitation drive module (44), and is used to receive the collected data, calculate the target excitation current command and allocate the output three-channel output current column vector; The excitation drive module (44) is electrically connected to the working condition control module (43) and the execution body module (41). It is used to receive the three-channel output current column vector, generate the corresponding drive current, and output the drive current to the three excitation coils in the execution body module (41).

3. The segmented magnetorheological adaptive traction buffer integrated device according to claim 2, characterized in that, The parameter sensing module (42) synchronously collects the longitudinal impact load, the total train load, the longitudinal impact acceleration, the traction relative displacement, the traction relative motion speed, and the internal working temperature. The specific configuration of these parameters is as follows: The longitudinal impact load is generated by measuring the longitudinal tensile and compressive stress state through a force sensor installed at the coupler buffer part; The load information of each vehicle is obtained by pressure sensors installed at the air springs of each vehicle, and the total load of the train is generated by summarizing the information. The longitudinal impact acceleration is generated by measuring the instantaneous acceleration of the vehicle body along the track direction using a single-axis accelerometer fixed to the vehicle body underframe structure; The relative motion position is obtained by a linear displacement sensor that is connected between the outer shell of the execution body module (41) and the central traction rod to generate the relative traction displacement. After the displacement signal is converted from analog to digital and filtered digitally, the relative traction speed is calculated based on the difference in relative traction displacement between adjacent sampling periods and the sampling time step. The internal working temperature is generated by obtaining the physical temperature of the medium through the thermal resistance temperature sensing element embedded in each segment of the magnetorheological working cavity of the execution body module (41); the various physical quantities obtained by the sensor together constitute a multidimensional original analog signal.

4. The segmented magnetorheological adaptive traction buffer integrated device according to claim 2, characterized in that, The logic of the parameter sensing module (42) processing the multidimensional original analog signal and transmitting it as the acquired data to the operating condition control module (43) is as follows: The acquired multidimensional original analog signal is converted from analog to digital to generate a discrete digital sequence. An infinite impulse response digital filter is used to iteratively calculate the discrete digital sequence to generate filtered effective physical data. The effective physical data after digital filtering are arrayed and integrated according to the same preset sampling time sequence. The physical quantities are arranged and combined into a one-dimensional column vector to construct a unified state space vector. The state space vector is then used as the data acquisition data to the working condition control module (43).

5. The segmented magnetorheological adaptive traction buffer integrated device according to claim 4, characterized in that, After receiving the collected data, the operating condition control module (43) extracts the longitudinal impact load from the state space vector and performs the operating condition classification judgment as follows: The comprehensive impact assessment index is calculated based on the amplitude characteristics and rate of change of the longitudinal impact load, and the comprehensive impact assessment index is used as the classification criterion for the current operating condition. When the comprehensive impact assessment index is lower than the preset first threshold, the micro-vibration suppression control algorithm is invoked; when the comprehensive impact assessment index is between the first threshold and the preset second threshold, the load feedforward and dynamic ratio control algorithm is invoked. When the comprehensive impact assessment index is higher than the second threshold, the terminal sliding mode and ultimate protection control algorithm is invoked.

6. The segmented magnetorheological adaptive traction buffer integrated device according to claim 5, characterized in that, The operating condition control module (43) calls the corresponding control algorithm according to the determined current operating condition, extracts the state parameters required by the corresponding control algorithm from the state space vector, and calculates the theoretical damping force required under the current operating condition: Under minor impact conditions, the relative traction displacement and the relative traction velocity are extracted, and the relative traction displacement and the relative traction velocity are respectively input as displacement deviation and velocity deviation into a preset fuzzy proportional-integral-derivative controller to calculate and generate theoretical damping force. Under moderate impact conditions, the total train load, the relative traction velocity, and the longitudinal impact acceleration are extracted. The total train load is extracted as the feedforward compensation base and combined with the relative traction velocity and the longitudinal impact acceleration to construct a dynamic state equation to generate the theoretical damping force. Under extreme impact conditions, the relative traction displacement and relative traction velocity are extracted, and the theoretical damping force is generated by constructing a nonlinear sliding surface based on the relative traction displacement and relative traction velocity.

7. The segmented magnetorheological adaptive traction buffer integrated device according to claim 6, characterized in that, The logic by which the operating condition control module (43) calculates the target excitation current command based on the theoretical damping force is as follows: The theoretical damping force is characterized by the damping force amplitude. Based on the preset inverse mapping function between current and damping, the theoretical damping force is converted into a reference excitation current command. The internal operating temperature is extracted from the state space vector and input into a preset temperature compensation model to calculate the temperature deviation coefficient. The reference excitation current command is then multiplied by the temperature deviation coefficient to correct the temperature deviation coefficient and obtain the temperature compensation current command. When the absolute value of the traction relative displacement in the state space vector is detected to reach a preset physical boundary threshold, a preset attenuation function is activated to limit and reduce the amplitude of the temperature compensation current command, thereby generating the target excitation current command.

8. The segmented magnetorheological adaptive traction buffer integrated device according to claim 7, characterized in that, The logic by which the operating condition control module (43) allocates the target excitation current command to output the three-channel output current column vector is as follows: Based on the preset spatial allocation matrix, the target excitation current command is decoupled and allocated to three current control channels, and the three-channel output current column vector is constructed, which is composed of the current of the micro-impact segment control channel, the current of the normal segment control channel, and the current of the extreme segment control channel. Under micro-impact conditions, the target excitation current command is allocated to the micro-impact segment control channel through the first allocation matrix. Under moderate impact conditions, the target excitation current command is allocated to the micro-impact segment control channel and the normal segment control channel through the second allocation matrix; under extreme impact conditions, the target excitation current command is allocated to the micro-impact segment control channel, the normal segment control channel and the extreme segment control channel through the third allocation matrix.

9. The segmented magnetorheological adaptive traction buffer integrated device according to claim 8, characterized in that, The specific configuration and logic of the excitation drive module (44) for receiving and processing the three-channel output current column vector are as follows: The excitation drive module (44) includes a current detection unit and a DC bus voltage detection unit corresponding to the three excitation coils respectively; The excitation drive module (44) extracts the three-channel output current column vector as the target reference vector and simultaneously obtains the actual feedback excitation current column vector through the current detection unit. The difference between the target reference vector and the actual feedback excitation current column vector is input to a preset current loop proportional-integral controller for discretization and iterative calculation to generate the theoretical terminal voltage command column vector required to drive each section of the coil.

10. The segmented magnetorheological adaptive traction buffer integrated device according to claim 9, characterized in that, The logic by which the excitation drive module (44) generates the corresponding drive current based on the theoretical terminal voltage command column vector is as follows: The vehicle DC bus voltage is collected in real time by the DC bus voltage detection unit. The theoretical terminal voltage command column vector of each channel is divided by the vehicle DC bus voltage to generate the pulse width modulation duty cycle sequence corresponding to each independent channel. The final target duty cycle vector is generated by independently truncating each row element of the pulse width modulation duty cycle sequence using a saturation limiting function. Based on the target duty cycle vector, high-frequency turn-on and turn-off signals with corresponding duty cycles are generated. The vehicle DC bus voltage is chopped into actual excitation current and injected into the excitation coils corresponding to each segment inside the execution body module (41) as the final output drive current.

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