High-speed train transverse active damping control device based on magneto-rheological damping

Abstract

The present application relates to the field of rail transit vehicle engineering, in particular to a high-speed train transverse active damping control device based on magneto-rheological damping, comprising a bogie and a bolster, the top of the bogie is provided with a secondary suspension, and the bogie is provided with a pre-vibration assembly, the pre-vibration assembly comprises a fixed plate, a guide turntable is rotatably connected in the fixed plate, a rotating plate one is slidably connected in the guide turntable, the rotating plate one is fixedly connected to a rotating shaft, a rotating plate two is fixedly connected to the rotating shaft, a sliding block is abutted to the rotating plate two, and a trigger block is slidably connected to the sliding block. In the present application, the pre-vibration assembly adopts a gear transmission mechanism of a driving gear and a driven gear, the power transmission is accurate, the rotating speed output is stable, and a continuous and reliable driving force is provided for the pre-vibration operation. The guide turntable is provided with a circular ring type guide sliding groove and is matched with a reverse arc segment, so that the rotating plate one and the rotating plate two realize periodic reciprocating rotation, and the pre-vibration action is regular and controllable.

Description

Technical Field

[0001] This invention relates to the field of rail transit vehicle engineering technology, specifically to a high-speed train lateral active vibration reduction control device based on magnetorheological damping. Background Technology

[0002] The high-speed train lateral active vibration damping control device is an intelligent vibration damping device adapted to the operation requirements of high-speed trains. Its core consists of a car body acceleration sensor, a lateral vibration damper between the car body and the bogie, and a transmission control device. The mainstream approach adopts a control mode that combines fully active and semi-active vibration damping. The sensor collects the lateral acceleration data of the car body in real time and feeds it back to the control device. When the lateral sway of the car body reaches the warning value, the control device first instructs the semi-active vibration damper to adjust the damping to suppress the sway. When the sway exceeds the adjustment range, the fully active vibration damper will automatically adjust the damping according to the data. The lateral active vibration damping device can effectively alleviate the tail sway problem caused by high-speed travel and extended train formations, offset the lateral load caused by intersection turbulence and track irregularities, quickly suppress abnormal lateral vibration of the car body, and improve the lateral running stability of the train, thus significantly improving the ride comfort and driving safety of high-speed trains.

[0003] Existing adjustable damping systems mostly use damping units with fast response speeds and wide adjustable ranges. These units can match the lateral vibration characteristics of the train under different operating conditions in real time and instantly increase damping to suppress large swaying during sudden vibrations. However, when the train is out of service for extended periods due to operational adjustments, maintenance, or other reasons, the magnetic particles in the magnetorheological fluid, the core medium of the damping unit, become unevenly distributed in the fluid. At this time, the damping adjustment sensitivity of the damper drops significantly, making it unable to accurately respond to control commands. Pre-vibration is necessary to redistribute the particles evenly in the fluid to restore the normal operating performance of the damper. However, due to safety risks, high-speed trains that have been out of service for a long time cannot be directly started for pre-vibration, and directly starting the train would be too costly and energy-intensive, making it impractical for passenger transport.

[0004] To address this issue, a high-speed train lateral active vibration reduction control device based on magnetorheological damping is proposed. Summary of the Invention

[0005] The purpose of this invention is to provide a high-speed train lateral active vibration reduction control device based on magnetorheological damping that can perform pre-vibration of the damping body when the train is stopped for a long time.

[0006] The objective of this invention is achieved through the following technical solution: a high-speed train lateral active vibration reduction control device based on magnetorheological damping, comprising a bogie and a bolster beam, wherein a secondary suspension is provided on the top of the bogie, and a pre-vibration assembly is provided on the bogie, the top of the secondary suspension is fixedly connected to the bolster beam, a mounting plate is fixedly connected to the bottom of the bolster beam, a cylinder connecting plate is fixedly connected to the mounting plate, a fixed cylinder is hinged to one end of the cylinder connecting plate, a damping body is fixedly connected inside the fixed cylinder, and a piston rod expansion plate is slidably connected inside the fixed cylinder;

[0007] The pre-vibration assembly includes a fixed plate, a guide turntable rotatably connected inside the fixed plate, a rotating plate one slidably connected inside the guide turntable, the rotating plate one being fixedly connected to a rotating shaft, a rotating plate two being fixedly connected to the rotating shaft, a sliding block abutting on the rotating plate two, and a trigger block slidably connected to the sliding block.

[0008] Furthermore, the pre-vibration assembly also includes a rotating rod, one end of which is rotatably connected to a rotating plate, and the other end is hinged to a trigger block. The ball head of the rotating rod is hinged to a central rod, which is fixedly connected to a connecting base plate. One side of the trigger block is slidably connected to the bottom of the piston rod expansion plate.

[0009] Furthermore: both the piston rod expansion plate and the fixed cylinder are fixedly connected to a connecting ball head, and the other end of the connecting ball head is respectively hinged to a sliding base plate and a cylinder connecting plate. The sliding base plate is slidably connected inside the piston rod connecting plate, and the piston rod connecting plate is fixedly connected inside the bogie.

[0010] Furthermore: a guide groove is provided in the guide turntable, and a guide slider is slidably connected in the guide groove, with one end of the guide slider fixedly connected to the rotating plate.

[0011] Furthermore, a driven gear is fixedly connected to the guide turntable, a driving gear meshes with the driven gear, a rotating shaft is fixedly connected inside the driving gear, and a driving component is fixedly connected to one end of the rotating shaft.

[0012] Furthermore: the sliding block is slidably connected to the connecting base plate, and the contact end between the sliding block and the rotating plate is wedge-shaped, and the connecting base plate is fixedly connected to one end of the fixed plate near the bottom.

[0013] Furthermore: the other end of the rotating shaft abuts against a lifting block, the lifting block is slidably connected to the top of the connecting base plate, and the wedge-shaped end of the lifting block slidably contacts a trigger block.

[0014] Furthermore: a first reset spring and a second reset spring are fixedly connected inside the connecting base plate. The other end of the first reset spring is fixedly connected inside the sliding block, and the other end of the second reset spring is fixedly connected inside the lifting block.

[0015] Furthermore: both the sliding base plate and the piston rod connecting plate are slidably connected with locking pins, the locking pins are fixedly connected to the output end of the electric push rod, the electric push rod is fixedly connected to the bogie, and the bogie is provided with a mobile power supply for starting the electric push rod.

[0016] Furthermore, the guide groove is annular in shape, and several reverse arc-shaped segments are provided inside the guide groove.

[0017] Compared with the prior art, the advantages of the present invention are as follows:

[0018] 1. The pre-vibration assembly adopts a gear transmission mechanism with driving and driven gears, ensuring precise power transmission and stable speed output, providing a continuous and reliable active driving force for pre-vibration operations. The guide turntable is equipped with an annular guide groove and a reverse arc section, which not only ensures the smoothness of the guide slider's movement but also changes the slider's direction and speed, enabling rotating plates one and two to achieve periodic reciprocating rotation. This provides a stable power foundation for the compound motion of the trigger block, making the pre-vibration action regular and controllable.

[0019] 2. The pre-vibration assembly adopts a dual-path drive design. Rotating plate one drives the trigger block to complete the lifting and lowering motion through a lever structure composed of a rotating rod and a central rod; rotating plate two drives the sliding block through a wedge-shaped contact surface, driving the trigger block to achieve lateral movement. The combination of the two movements forms a compound motion, which is precisely transmitted to the piston rod expansion plate, driving the piston rod of the damping body to produce a standardized relative displacement with the cylinder, greatly improving the pre-vibration operation effect.

[0020] 3. The fixed cylinder and cylinder body connecting plate, as well as the piston rod expansion plate and fixed cylinder, are all hinged using connecting ball joints, allowing for multi-angle rotation adjustment to adapt to complex attitude changes during train operation. The damping body is assembled between the bogie and the sleeper beam via a sliding base plate and piston rod connecting plate, forming a flexible connection structure. This effectively avoids stress concentration during vibration transmission, protects the components of the device, extends the service life of the equipment, and ensures that the damping force can be transmitted efficiently and stably. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the structure of one embodiment of the present invention.

[0022] Figure 2 This is a partial structural schematic diagram of one embodiment of the present invention.

[0023] Figure 3This is a cross-sectional schematic diagram of the mounting plate portion according to an embodiment of the present invention.

[0024] Figure 4 This is a schematic diagram of the structure of a pre-vibration component according to an embodiment of the present invention.

[0025] Figure 5 This is a schematic diagram of the structure of a reset spring 2 according to an embodiment of the present invention.

[0026] Figure 6 This is a schematic diagram showing the position of the electric actuator according to an embodiment of the present invention.

[0027] Figure 7 This is a schematic diagram of the structure of the drive gear according to an embodiment of the present invention.

[0028] Figure 8 This is a schematic cross-sectional view of the pillow beam portion according to an embodiment of the present invention.

[0029] Labeling Explanation: 1-Bogie; 2-Pillow Beam; 3-Secondary Suspension; 4-Pre-vibration Assembly; 5-Mounting Plate; 6-Cylinder Block Connecting Plate; 7-Fixed Cylinder; 8-Damping Body; 9-Piston Rod Expansion Plate; 10-Fixed Plate; 11-Guide Turntable; 12-Rotating Plate One; 13-Rotating Shaft; 14-Rotating Plate Two; 15-Sliding Block; 16-Trigger Block; 17-Rotating Rod; 18-Center Rod; 19-Connecting Base Plate; 20-Connecting Ball Head; 21-Sliding Base Plate; 22-Piston Rod Connecting Plate; 23-Guide Slide Groove; 24-Guide Slider; 25-Driven Gear; 26-Driving Gear; 27-Rotating Shaft; 28-Drive Component; 29-Lifting Block; 30-Reset Spring One; 31-Reset Spring Two; 32-Locking Pin; 33-Electric Push Rod. Detailed Implementation

[0030] The present invention will now be described in detail with reference to the accompanying drawings and embodiments:

[0031] Example 1

[0032] like Figures 1 to 8 The diagram shown is a schematic representation of an embodiment of the high-speed train lateral active vibration reduction control device based on magnetorheological damping provided by the present invention.

[0033] refer to Figures 1 to 8A high-speed train lateral active vibration reduction control device based on magnetorheological damping is disclosed, comprising two core load-bearing components: a bogie 1 and a sleeper beam 2. The bogie 1 is equipped with a secondary suspension 3 structure on its top, which serves as a foundation buffer. Simultaneously, a pre-vibration component 4 is installed on the bogie 1 to pre-vibrate the damping body 8 during extended periods of inactivity. The damping body 8 is a magnetorheological damper, using magnetorheological fluid as the medium. The magnetic particle alignment is controlled by electromagnetic signals, enabling a reversible transition from liquid to semi-solid state within milliseconds, thus instantaneously adjusting the damping force to precisely address different vibration conditions. The top of the secondary suspension 3 is fixedly connected to the sleeper beam 2, providing stable support and efficiently transmitting loads. A mounting plate 5 is welded and fixed to the bottom of the bolster beam 2. The cylinder connecting plate 6 is fastened to the mounting plate 5 by bolts, providing a mounting base for the subsequent damping components. One end of the cylinder connecting plate 6 is connected to the fixed cylinder 7 by a ball joint. The damping body 8 is fixedly embedded inside the fixed cylinder 7, and a piston rod expansion plate 9 is slidably fitted inside the fixed cylinder 7. The piston rod expansion plate 9 can reciprocate along the axis of the fixed cylinder 7 to bear the force of the contact block 16 and drive the damping body 8 to work.

[0034] Both the piston rod expansion plate 9 and the fixed cylinder 7 are fixedly installed with connecting ball heads 20. The connecting ball heads 20 can be rotated and adjusted at multiple angles to adapt to the complex posture changes during train operation. The other ends of the two connecting ball heads 20 are respectively hinged to the sliding base plate 21 and the cylinder connecting plate 6. The sliding base plate 21 is slidably connected in the piston rod connecting plate 22. The piston rod connecting plate 22 is fixed to the bogie 1 by fasteners. Together, they stably assemble the damping device between the bogie 1 and the bolster beam 2, ensuring the effective transmission of vibration damping force and forming a flexible connection structure between the damping device and the bogie 1 to avoid stress concentration during vibration transmission. Both the sliding base plate 21 and the piston rod connecting plate 22 are provided with locking holes. Locking pins 32 are slidably connected in the locking holes and are fixedly connected to the output end of the electric push rod 33. The electric push rod 33 is a power-on reset type electric push rod 33 and is fixedly connected in the bogie 1. The bogie 1 is also provided with a mobile power supply for starting the electric push rod 33. When the lifting block 29 slides under the action of the rotating shaft 27, the lifting block 29 will trigger the switch set on one side of the bogie 1. At this time, the electric push rod 33 will be energized, and the output end of the electric push rod 33 will drive the locking pin 32 to slide, thereby removing the limiting effect of the locking pin 32 on the sliding base plate 21. This allows the piston rod expansion plate 9, which is ball-jointed with the sliding base plate 21, to reciprocate under the drive of the pre-vibration component 4, thereby completing the pre-vibration effect on the damping body 8.

[0035] A driven gear 25 is fixedly connected to the outer wall of the guide turntable 11. The driven gear 25 meshes with the driving gear 26 to form a gear transmission mechanism. The two transmit power precisely through meshing to ensure stable rotation speed. A rotating shaft 27 is fixedly fitted inside the driving gear 26. One end of the rotating shaft 27 is fixedly connected to the output end of the drive component 28. The drive component 28 provides a power source for the entire gear transmission system, driving the rotating shaft 27 to rotate synchronously, thereby driving the guide turntable 11 to rotate, providing a continuous and stable active driving force for the pre-vibration component 4. During the pre-vibration process, a trolley or other tools can be used to transport the drive component 28 to gradually pre-vibrate the damping body 8 in the rotating frame 1 at various positions.

[0036] The guide turntable 11 has a guide groove 23 inside, which is a built-in groove structure. A guide slider 24 is slidably embedded in the guide groove 23. One end of the guide slider 24 is fixedly connected to the first rotating plate 12, which is fixedly connected to the rotating shaft 13. The rotating shaft 13 is sleeved on the crossbeam of the bogie 1. By sliding the guide slider 24 in the guide groove 23, the first rotating plate 12 can be driven to move along the groove trajectory with the guide slider 24, so that the first rotating plate 12 can rotate periodically, providing a power basis for the subsequent dual-path drive trigger block 16. The guide groove 23 is generally circular in shape, and has several reverse arc segments inside. The circular structure ensures the stability of the movement of the guide slider 24 when the guide turntable 11 rotates. The reverse arc segments can change the direction and speed of the movement of the guide slider 24, thereby making the first rotating plate 12 rotate periodically. At the same time, it drives the second rotating plate 14, which is fixedly connected to the rotating shaft 13, to rotate periodically in sync, providing precise power for the compound movement of the trigger block 16.

[0037] The pre-vibration assembly 4 also includes a rotating rod 17. One end of the rotating rod 17 is rotatably connected to the rotating plate 12, and the other end is hinged to the movable slider, which is slidably connected to the trigger block 16. The middle part of the rotating rod 17 is rotatably sleeved on the outside of the central rod 18, which is vertically fixed to the connecting base plate 19. Together, they form a transmission lever structure. The periodic rotation of the rotating plate 12 will drive the rotating rod 17 to rotate around the central rod 18, thereby driving the trigger block 16 to rise synchronously around the protrusion on the sliding block 15, realizing the lifting and lowering movement of the trigger block 16.

[0038] The sliding block 15 is slidably embedded in the sliding groove inside the connecting base plate 19, and can slide laterally along the sliding groove. The connecting base plate 19 is fixedly connected to one end of the fixed plate 10 near the bottom, providing a stable mounting support for components such as the sliding block 15, the rotating plate 14, and the return spring, while also constraining the movement direction of the sliding block 15. The abutting end of the sliding block 15 and the rotating plate 14 is designed with a wedge-shaped structure. The periodic rotation of the rotating plate 14 is transmitted through the force on the wedge-shaped surface, driving the sliding block 15 to slide periodically along the sliding groove, thereby causing the trigger block 16 to perform periodic movement synchronously.

[0039] When the rotating shaft 27 and the drive gear 26 rotate synchronously, the rotating shaft 27 will push out the lifting block 29. The lifting block 29 slides along the top slide of the connecting base plate 19, and its wedge-shaped end lifts the trigger block 16, so that the trigger block 16 and the piston rod expansion plate 9 are in close contact. This ensures that the combined motion of the sliding block 15 and the rotating rod 17 driven by the trigger block 16 can be accurately transmitted to the piston rod expansion plate 9, thereby achieving the combined pre-vibration effect of the damping body 8.

[0040] The connecting base plate 19 is internally fitted with a first return spring 30 and a second return spring 31. Both springs are in a pre-compressed state, providing efficient automatic reset capability. When the rotating shaft 27 is disconnected from the drive gear 26, the first return spring 30 pulls the sliding block 15 back to its initial position along the sliding groove, and the second return spring 31 pulls the lifting block 29 downward to reset. The two springs work together to return all components of the pre-vibration assembly 4 to their initial state, preparing for the next trigger action.

[0041] The working principle of this embodiment is as follows: When the device is working, the drive component 28 is started and the power is transmitted through the gear set composed of the driven gear 25 and the driving gear 26, which drives the guide turntable 11 to rotate. The guide slider 24 in the guide turntable 11 slides along the guide groove 23, which drives the rotating plate 12 to reciprocate. The rotating plate 24 rotates periodically in sync with the rotating plate 12.

[0042] When the rotating shaft 27 is connected to the drive gear 26, it will drive the lifting block 29 to slide, causing the lifting block 29 to lift the trigger block 16 and make it tightly abut against the piston rod expansion plate 9. At this time, the lifting block 29 will press the switch on one side of the bogie 1, causing the electric push rod 33 inside the bogie 1 to start, completing the locking effect of the locking pin 32 on the sliding base plate 21, ensuring that the piston rod expansion plate 9 can reciprocate. The rotation of the rotating plate 12 drives the rotating rod 17 to rotate around the central rod 18, driving the trigger block 16 to rise around the protrusion on the sliding block 15; the periodic rotation of the rotating plate 14 drives the sliding block 15 to slide periodically along the sliding groove through the wedge surface, driving the trigger block 16 to perform periodic lateral movement. The combined movement formed by the two is transmitted to the piston rod expansion plate 9 through the trigger block 16, driving the piston rod and cylinder of the damping body 8 to perform a certain distance of relative displacement and separation, thereby completing the pre-vibration of the damping body 8.

[0043] After the pre-vibration is completed, the shaft 27 is disconnected from the drive gear 26. At this time, the reset spring 30 and reset spring 31 in the connecting base plate 19 respectively drive the sliding block 15 and the lifting block 29 to reset. The trigger block 16 falls down and disengages from the piston rod expansion plate 9. The rotating rod 17, rotating plate 12, rotating plate 24 and other components return to their initial positions under the influence of gravity and related components.

[0044] Finally, it should be noted that the above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A high-speed train lateral active vibration reduction control device based on magnetorheological damping, comprising a bogie (1) and a sleeper beam (2), characterized in that: The top of the bogie (1) is provided with a secondary suspension (3), and the bogie (1) is provided with a pre-vibration assembly (4). The top of the secondary suspension (3) is fixedly connected to the bolster beam (2). The bottom of the bolster beam (2) is fixedly connected with a mounting plate (5). A cylinder connecting plate (6) is fixedly connected to the mounting plate (5). A fixed cylinder (7) is hinged to one end of the cylinder connecting plate (6). A damping body (8) is fixedly connected inside the fixed cylinder (7), and a piston rod expansion plate (9) is slidably connected inside the fixed cylinder (7). The pre-vibration assembly (4) includes a fixed plate (10), a guide turntable (11) is rotatably connected inside the fixed plate (10), a rotating plate (12) is slidably connected inside the guide turntable (11), the rotating plate (12) is fixedly connected to the rotating shaft (13), a rotating plate (14) is fixedly connected to the rotating shaft (13), a sliding block (15) abuts against the rotating plate (14), and a trigger block (16) is slidably connected to the sliding block (15).

2. The high-speed train lateral active vibration reduction control device based on magnetorheological damping according to claim 1, characterized in that: The pre-vibration assembly (4) also includes a rotating rod (17), one end of which is rotatably connected to the rotating plate (12), and the other end is hinged to the trigger block (16). The ball head of the rotating rod (17) is hinged to the central rod (18), and the central rod (18) is fixedly connected to the connecting base plate (19). One side of the trigger block (16) is slidably connected to the bottom of the piston rod expansion plate (9).

3. The high-speed train lateral active vibration reduction control device based on magnetorheological damping according to claim 1, characterized in that: Both the piston rod expansion plate (9) and the fixed cylinder (7) are fixedly connected to a connecting ball head (20). The other end of the connecting ball head (20) is respectively hinged to a sliding base plate (21) and a cylinder connecting plate (6). The sliding base plate (21) is slidably connected to the piston rod connecting plate (22), and the piston rod connecting plate (22) is fixedly connected to the bogie (1).

4. The high-speed train lateral active vibration reduction control device based on magnetorheological damping according to claim 1, characterized in that: The guide turntable (11) has a guide groove (23) inside, and a guide slider (24) is slidably connected inside the guide groove (23). One end of the guide slider (24) is fixedly connected to the rotating plate.

5. The high-speed train lateral active vibration reduction control device based on magnetorheological damping according to claim 1, characterized in that: A driven gear (25) is fixedly connected to the guide turntable (11), and a driving gear (26) meshes with the driven gear (25). A rotating shaft (27) is fixedly connected inside the driving gear (26), and a driving component (28) is fixedly connected to one end of the rotating shaft (27).

6. The high-speed train lateral active vibration reduction control device based on magnetorheological damping according to claim 1, characterized in that: The sliding block (15) is slidably connected to the connecting base plate (19), and the contact end of the sliding block (15) and the rotating plate (14) is set as a wedge shape. The connecting base plate (19) is fixedly connected to one end of the fixed plate (10) near the bottom.

7. The high-speed train lateral active vibration reduction control device based on magnetorheological damping according to claim 5, characterized in that: The other end of the rotating shaft (27) abuts against the lifting block (29), the lifting block (29) is slidably connected to the top of the connecting base plate (19), and the wedge-shaped end of the lifting block (29) slidably contacts the trigger block (16).

8. The high-speed train lateral active vibration reduction control device based on magnetorheological damping according to claim 6, characterized in that: The connecting base plate (19) is fixedly connected with a first reset spring (30) and a second reset spring (31). The other end of the first reset spring (30) is fixedly connected to the sliding block (15), and the other end of the second reset spring (31) is fixedly connected to the lifting block (29).

9. The high-speed train lateral active vibration reduction control device based on magnetorheological damping according to claim 3, characterized in that: Locking pins (32) are slidably connected to both the sliding base plate (21) and the piston rod connecting plate (22). The locking pins (32) are fixedly connected to the output end of the electric push rod (33). The electric push rod (33) is fixedly connected to the bogie (1), and the bogie (1) is provided with a mobile power supply for starting the electric push rod (33).

10. The high-speed train lateral active vibration reduction control device based on magnetorheological damping according to claim 4, characterized in that: The guide groove (23) is annular, and several reverse arc segments are provided inside the guide groove (23).

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