Yaw damper, yaw damper system, control method thereof, and railway vehicle

Abstract

The present invention discloses a yaw damper (10), a yaw damper system, a control method thereof, and a railway vehicle, the yaw damper (10) including a hydraulic cylinder, the hydraulic cylinder including a cylinder block (11) and a piston (12), the piston (12) being slidably disposed in the cylinder block (11), the cavity of the cylinder block (11) being partitioned into a rod cavity and a rodless cavity, and the inside of the head portion of the piston (12) is partitioned from the rodless cavity to the rod cavity. An oil passage is provided that flows in one direction to the rod cavity, and three sub-oil passages are provided between the rod cavity and the rodless cavity outside the cylinder block (11) and are connected in parallel, with a first sub-oil passage (a1) provided with a first on-off valve (21) and a damping valve (23), a second sub-oil passage (a2) provided with an electromagnetic proportional valve (31), a third sub-oil passage (a3) ​​provided with a second on-off valve (41), and an oil storage tank (52) for supplying oil to the rodless cavity. The yaw damper (10) has operation modes including a semi-active control mode, a passive mode, and a small damping mode, and is switched to different operation modes based on different vehicle driving modes to improve the adaptability of the vehicle to different treads.

Description

[Technical field]

[0001] This application claims priority to a Chinese patent application filed with the China Patent Office on April 19, 2022, bearing application number 202210411771.4, and entitled "Yaw damper, yaw damper system, control method thereof, and railway vehicle", the entire contents of which are incorporated herein by reference.

[0002] The present invention relates to the technical field of railway vehicles, and more particularly to a yaw damper, a yaw damper system, a control method thereof, and a railway vehicle. [Background technology]

[0003] The yaw damper is one of the important components that affect the running stability of a railway vehicle. When a railway vehicle runs in different conditions, the parameter needs for the damper are different. In particular, as railway vehicles increasingly run across tracks, borders, and regions, the parameter needs for the damper are becoming increasingly diversified. In view of this, designing a yaw damper system for a railway vehicle to adapt to different vehicle running conditions is currently a technical problem that those skilled in the art are trying to solve. Summary of the Invention [Problem to be solved by the invention]

[0004] The present invention aims to provide a yaw damper, a yaw damper system, a control method thereof, and a railway vehicle, which are configured to have a structure in which the operating modes of the yaw damper include a semi-active control mode, a passive mode, and a small damping mode, and switch to different operating modes based on different vehicle running modes, thereby improving the adaptability of the vehicle to different treads. [Means for solving the problem]

[0005] In order to solve the above technical problems, the present invention provides a yaw damper, comprising: a hydraulic cylinder, the hydraulic cylinder comprising a cylinder block and a piston, the piston being slidably disposed in the cylinder block, and dividing a cavity of the cylinder block into a rod cavity and a rodless cavity, and an oil passage is provided in a head portion of the piston, the oil passage being unidirectionally connected from the rodless cavity to the rod cavity, Outside the cylinder block, three sub-oil passages connected in parallel are provided between the rod cavity and the rodless cavity, a first sub-oil passage is provided with a first on-off valve and a damping valve, a second sub-oil passage is provided with an electromagnetic proportional valve, and a third sub-oil passage is provided with a second on-off valve, The rodless cavity further includes an oil reservoir for replenishing the rodless cavity with oil.

[0006] According to the yaw damper, a first main oil passage is connected to the rodless cavity, the first sub-oil passage and the second sub-oil passage are both connected to the first main oil passage, an oil discharge port of the oil storage tank is connected to the first main oil passage, and a check valve is provided in the first main oil passage, which is unidirectionally directed towards the rodless cavity.

[0007] According to the yaw damper, a second main oil passage is connected to the rodless cavity, the third sub-oil passage is connected to the second main oil passage, a branch oil passage is further connected between the second main oil passage and the oil storage tank, and a third on-off valve is provided in the branch oil passage.

[0008] According to the yaw damper, an unloading valve is further connected in parallel to the damping valve in the first sub-oil passage.

[0009] The present invention further provides a yaw damper system for a railway vehicle including a controller and at least one yaw damper, the yaw damper being as described in any one of the above claims, the yaw damper being mounted between a car body and a bogie, and the controller being communicatively connected to the yaw damper so as to control an operating state of each of the sub-oil passages.

[0010] The yaw damper system further includes an actuator, a first detection module, and a second detection module, all of which are communicatively connected to the controller, the first detection module being attached to the yaw damper and detecting operation information of the yaw damper, the second detection module being attached to a railway vehicle and detecting running information of the railway vehicle, and the controller generating a drive signal based on the detection information of the first detection module and the second detection module to control the actuator to operate the yaw damper.

[0011] According to the yaw damper system, the first sensing module includes a pressure sensor, the second sensing module includes an acceleration sensor and a gyroscope, the acceleration sensor is mounted on the bogie, and the gyroscope is mounted on the vehicle body.

[0012] The present invention further provides a control method for a yaw damper system, the yaw damper system being any one of the yaw damper systems described above, the control method comprising: When the railway vehicle is traveling in a straight line, the controller controls the yaw damper to switch to a semi-active mode, and in the semi-active mode, the first on-off valve and the second on-off valve are closed, and the damping force of the yaw damper is adjusted by the electromagnetic proportional valve in the second sub-oil passage; When the railcar is traveling on a curve, the controller controls the yaw damper to switch to a small damping mode, in which the first on-off valve is opened, the second on-off valve is closed, and a damping force of the yaw damper is reduced to a minimum value; and when the yaw damper system fails, the controller controls the yaw damper to switch to a passive mode, and in the passive mode, the first on-off valve is opened, the second on-off valve is closed, and the damping force of the yaw damper is adjusted by the unloading valve.

[0013] According to the control method, the curve radius of the track on which the vehicle is traveling is determined by acquiring the running parameters of the railway vehicle, and if the curve radius is greater than a predetermined value, it is determined that the railway vehicle is in a straight-line running state, and if the curve radius is smaller than the predetermined value, it is determined that the railway vehicle is in a curved running state.

[0014] The present invention further provides a railway vehicle, comprising a yaw damper according to any one of the above claims, or a yaw damper system according to any one of the above claims. Effect of the Invention

[0015] The present invention optimizes the structure of a railway vehicle yaw damper and switches the operating mode of the yaw damper based on the conduction status of each sub-oil passage, thereby providing three operating modes: semi-active mode, small damping mode and passive mode. An appropriate operating mode is selected based on the actual running status of the railway vehicle. Specifically, when the vehicle is running in a straight line, the semi-active mode is used to adjust the unloading parameters in real time based on different running distances, thereby extending the turning repair cycle and reducing operation costs. When the vehicle is running on a curve, the small damping mode is used to reduce the turning stiffness of the vehicle, thereby increasing the curve-running speed of the vehicle and reducing wear on the wheels and track. When the system fails, the passive mode is used to ensure the normal running of the vehicle. [Brief description of the drawings]

[0016] [Figure 1] FIG. 2 is a structural schematic diagram of a yaw damper system according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a structural schematic diagram of the yaw damper according to the embodiment of the present invention in semi-active mode. [Diagram 3] FIG. 2 is a structural schematic diagram of the yaw damper according to the embodiment of the present invention in a small damping mode; [Figure 4] FIG. 2 is a structural schematic diagram of the yaw damper according to the embodiment of the present invention in passive mode. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0017] In order to make those skilled in the art better understand the solutions of the present invention, the present invention will be further described in detail hereinafter in combination with drawings and specific embodiments.

[0018] For the sake of brevity and ease of understanding, the yaw damper, the yaw damper system, the control method thereof and the railcar will be described in combination below, and the beneficial effects will not be discussed repeatedly.

[0019] Please refer to FIG. 1, which is a structural diagram of an embodiment of a yaw damper system provided by the present invention.

[0020] Every railway vehicle is equipped with a yaw damper 10. Since railway vehicles have different running conditions, the parameter requirements for the yaw damper 10 are also different. In order to better adapt to the different running conditions of the railway vehicles, the yaw damper 10 provided in this embodiment adjusts its operating mode accordingly. Accordingly, the railway vehicle is equipped with a yaw damper system, which switches the operating mode of the yaw damper 10 according to the running parameters of the railway vehicle.

[0021] In this embodiment, the yaw damper system includes a yaw damper 10, and generally, the yaw damper 10 is installed on both the front and rear bogies of the car body, specifically, the yaw damper 10 is connected between the car body and the bogie, and the yaw damper 10 is installed on both sides of the bogie along the width direction of the car body, and Fig. 1 exemplarily shows a structure in which four yaw dampers 10 are installed on one car body, but in actual application, two yaw dampers 10 may be installed on each side of the bogie, so that one car body is installed with eight yaw dampers 10. The arrangement can be made according to the needs of specific applications.

[0022] The yaw damper system further includes a controller 20 communicatively connected to each yaw damper 10 for controlling the operating mode of the yaw dampers 10 .

[0023] Further, the yaw damper system includes an actuator 30, which communicates with a controller 20, which is used to generate a drive signal to control the actuator 30 to operate the yaw damper 10 and switch its operating state.

[0024] Specifically, the controller 20 generates a drive signal based on the running information of the railway vehicle and the operation information of the yaw damper 10 .

[0025] In order to obtain the running information of the railway vehicle, the yaw damper system includes a first detection module and a second detection module, obviously, the controller 20 is also communicatively connected to the first detection module and the second detection module, the first detection module is mounted on the yaw damper 10 to detect the operation information of the yaw damper 10, the second detection module is mounted on the railway vehicle to detect the running information of the railway vehicle, and the controller 20 communicates with the overall vehicle control system of the railway vehicle to obtain vehicle speed information.

[0026] Specifically, the controller 20 determines the curve radius of the railroad on which the rail vehicle is currently traveling based on the acquired vehicle traveling information, judges whether the vehicle is traveling in a straight line or on a curve, and further generates an operation mode for controlling the yaw damper 10. The controller 20 further adjusts the yaw damper 10 in the current operation mode based on the vehicle traveling information and the information of the first detection module to meet the required damping force of the vehicle in the current traveling state.

[0027] The second detection module includes an acceleration sensor 40 and a gyroscope 50. As shown in FIG. 1, several acceleration sensors 40 are provided. In the illustrated example, two acceleration sensors 40 are mounted on each of the front and rear bogies of the vehicle body. The two acceleration sensors 40 on the same bogie are mounted in diagonal positions. The yaw angular acceleration of the vehicle can be obtained from the detection signal of the acceleration sensor 40.

[0028] The gyroscope 50 is mounted on the vehicle body to measure the angular velocity of the vehicle body, and the controller 20 can calculate the curve radius of the railway on which the vehicle is traveling based on the vehicle speed information, the measurement data by the gyroscope 50, and the measurement data by the acceleration sensor 40, and the calculation formula is known in the art, so it is not described here in detail. Of course, there are multiple ways to obtain the curve radius of the railway, and according to different information required by different calculation formulas, corresponding detection elements are arranged to detect corresponding vehicle traveling parameters.

[0029] In this embodiment, through the structural design (described in detail below), the yaw damper 10 has three working modes: semi-active mode, small damping mode and passive mode.

[0030] Based on the above yaw damper system, the present embodiment further provides a control method for the yaw damper system. Specifically, the control method includes the steps of: when the railway vehicle is traveling in a straight line, the controller 20 generates a first driving signal and transmits it to the actuator 30, and the actuator 30 operates the yaw damper 10 to switch to the semi-active mode based on the received first driving signal; when the railway vehicle is traveling in a straight line, the controller 20 generates a second driving signal and transmits it to the actuator 30, and the actuator 30 operates the yaw damper 10 to switch to the small damping mode based on the received second driving signal; and when the system fails, for example, when the gyroscope 50 is damaged or the acceleration sensor 40 is damaged, the actuator 30 controls the yaw damper 10 to switch to the passive mode, thereby ensuring the normal running of the vehicle.

[0031] Hereinafter, the specific structure and each operation mode of the yaw damper 10 provided in this embodiment will be described with reference to Figs.

[0032] The yaw damper 10 includes a hydraulic cylinder which includes a cylinder block 11 and a piston 12. The piston 12 is slidably arranged within the cylinder block 11 and divides the cavity of the cylinder block 11 into a rod cavity and a rodless cavity. According to the orientation of the drawing, the left-hand cavity of the cylinder block 11 is the rod cavity and the right-hand cavity is the rodless cavity. A first check valve 13 is provided within the head portion of the piston 12, providing unidirectional communication from the rodless cavity to the rod cavity.

[0033] When mounting, the cylinder block 11 of the hydraulic cylinder may be connected to the bogie and the rod portion of the piston 12 may be connected to the vehicle body, or the cylinder block 11 may be connected to the vehicle body and the rod portion of the piston 12 may be connected to the bogie.

[0034] In the yaw damper 10, three sub-oil passages connected in parallel are further provided between the rod cavity and the rodless cavity outside the cylinder block 11, and for ease of description, hereinafter, the three sub-oil passages are referred to as the first sub-oil passage a1, the second sub-oil passage a2 and the third sub-oil passage a3, respectively.

[0035] As shown in the drawings, the first sub-oil passage a1 is provided with a first on-off valve 21 and an unloading valve 22. At the initial stage of installation, the relevant parameters of the unloading valve 22 are set in accordance with the requirements for the yaw damper 10, such as the vehicle type. Of course, the relevant structure of the unloading valve 22 may be replaced or adjusted later, if necessary. The second sub-oil passage a2 is provided with an electromagnetic proportional valve 31, the opening pressure of which may be set in accordance with actual application needs. Generally, the opening pressure of the electromagnetic proportional valve 31 is greater than the opening pressure of the unloading valve 22. The third sub-oil passage a3 is provided with a second on-off valve 41.

[0036] The yaw damper 10 further includes an oil storage tank 52 for replenishing oil to the rodless cavity.

[0037] Specifically, in order to simplify the arrangement of the oil passages, two main oil passages are connected to the rodless cavity of the cylinder block 11, which are referred to as the first main oil passage b1 and the second main oil passage b2, respectively. The first sub-oil passage a1 and the second sub-oil passage a2 are both connected to the first main oil passage b1, and the oil storage tank 52 is also connected to the first main oil passage b1. A second check valve 51 is further provided in the first main oil passage b1 between the oil storage tank 52 and the rodless cavity, which is unidirectionally connected toward the rodless cavity. By providing the second check valve 51, it is possible to prevent the oil in the rodless cavity from flowing back into the oil storage tank 52. The third sub-oil passage a3 is connected to the second main oil passage b2.

[0038] A third main oil passage b3 is connected to the rod cavity of the cylinder block 11, and the first sub-oil passage a1, the second sub-oil passage a2, and the third sub-oil passage a3 are all connected to the third main oil passage b3, thereby simplifying the arrangement of the oil passages.

[0039] Furthermore, the second main oil passage b2 is connected to the oil storage tank 52 by a branch oil passage c1, and a third on-off valve 61 is provided in the branch oil passage c1.

[0040] Furthermore, a damping valve 23 is connected in parallel to the unloading valve 22 in the first sub-oil passage a1.

[0041] After the above arrangement, please refer to FIG. 2, which shows an example of the structure of the yaw damper 10 in semi-active mode.

[0042] As shown in FIG. 2, in the semi-active mode, the first on-off valve 21, the second on-off valve 41, and the third on-off valve 61 are closed. At this time, when the rod portion of the piston 12 of the hydraulic cylinder extends, according to the direction of the drawing, that is, when the piston 12 moves toward the rod cavity, which is the left direction, the hydraulic oil flows out from the rod cavity of the cylinder block 11 and flows into the rodless cavity of the cylinder block 11 via the third main oil passage b3, the solenoid proportional valve 31 of the second sub-oil passage a2, and the second check valve 51 of the first main oil passage b1. At the same time, the oil storage tank 52 is filled with the third oil passage b3. Oil is supplied to the rodless cavity via the first main oil passage b1, and the damping force of the system is adjusted by the electromagnetic proportional valve 31. When the rod portion of the piston 12 of the hydraulic cylinder retracts, that is, when the piston 12 moves to the right, toward the rodless cavity, the second check valve 51 of the first main oil passage b1 is closed, and the hydraulic oil in the rodless cavity flows into the rod cavity via the first check valve 13, and then flows into the oil storage tank 52 via the third main oil passage b3 and the second sub-oil passage a2, and the damping force of the system is adjusted by the electromagnetic proportional valve 31.

[0043] In this embodiment, the first detection module attached to the yaw damper 10 is specifically a pressure sensor 70 for obtaining the hydraulic pressure of the yaw damper 10, and the controller 20 calculates the currently required damping force using a pre-stored algorithm based on the detection information of the pressure sensor 70 and the acceleration sensor 40, and controls the solenoid proportional valve 31. Here, the algorithm for obtaining the damping force is also a known algorithm in the art and may be specifically selected according to actual needs, and the specific algorithm is not the subject of the present invention.

[0044] When the railway vehicle is traveling in a straight line, the yaw damper 10 is in the semi-active mode, and adjusts parameters such as the unloading force and the unloading speed in real time based on different traveling distances, thereby extending the turning repair cycle and reducing the operation cost.

[0045] As shown in FIG. 3, in the small damping mode, the first on-off valve 21 is closed, and the second on-off valve 41 and the third on-off valve 61 are opened. In this case, when the rod portion of the piston 12 of the hydraulic cylinder is extended, the piston 12 moves toward the rod cavity, which is the left direction according to the direction of the drawing. The hydraulic oil flows out of the rod cavity of the cylinder block 11 and flows into the rodless cavity of the cylinder block 11 via the third main oil passage b3, the second on-off valve 41 of the third sub-oil passage a3, and the second main oil passage b2. At the same time, the oil storage tank 52 is filled with hydraulic oil via the first main oil passage b1. Therefore, oil is replenished to the rodless cavity, the damping force of the yaw damper 10 falls to a minimum, and when the rod portion of the piston 12 of the hydraulic cylinder retracts, that is, when the piston 12 moves to the right, toward the rodless cavity, the second check valve 51 of the first main oil passage b1 is in a closed state, and the hydraulic oil in the rodless cavity flows into the rod cavity via the first check valve 13, and then flows into the rod cavity via the third main oil passage b3, the third sub-oil passage a3, and the second main oil passage b2, and the excess oil flows into the oil storage tank 52 via the branch oil passage c1.

[0046] When the rail vehicle is curved, the yaw damper 10 is in the low damping mode described above, reducing the vehicle's turning stiffness, increasing the vehicle's curve negotiating speed and reducing wheel and track wear.

[0047] As shown in FIG. 4, in the passive mode, the first on-off valve 21 is opened, and the second on-off valve 41 and the third on-off valve 61 are closed. In this case, when the rod portion of the piston 12 of the hydraulic cylinder extends, the piston 12 moves toward the rod cavity, which is the left direction according to the direction of the drawing. Then, hydraulic oil flows out of the rod cavity of the cylinder block 11 and flows into the rodless cavity via the third main oil passage b3, the damping valve 23 of the first sub-oil passage a1, and the first main oil passage b1. When the pressure increases to a predetermined value of the unloading valve 22, unloading is performed by the unloading valve 22, and the damping force of the system is This is adjusted by the damping valve 23 and the unloading valve 22. At the same time, the oil storage tank 52 supplies oil to the rodless cavity through the first main oil passage b1. When the rod portion of the piston 12 of the hydraulic cylinder is retracted, that is, when the piston 12 moves to the right side, toward the rodless cavity, the second check valve 51 of the first main oil passage b1 is closed, and the hydraulic oil in the rodless cavity flows into the rod cavity through the first check valve 13, and then flows into the oil storage tank 52 through the third main oil passage b3 and the first sub-oil passage a1. The damping force of the system is adjusted by the damping valve 23 and the unloading valve 22.

[0048] When the yaw damper system of the railway vehicle fails, for example, when the gyroscope 50 or the acceleration sensor 50 is damaged, the system will switch to the passive mode to ensure the normal running of the railway vehicle.

[0049] The above is a detailed introduction of the yaw damper, yaw damper system, control method thereof, and railcar provided by the present invention. In this specification, specific examples are used to describe the principles and embodiments of the present invention, and the description of the above examples is merely for understanding the method and spirit of the present invention. Here, those skilled in the art may make some improvements and modifications to the present invention without departing from the principles of the present invention, and these improvements and modifications also fall within the scope of protection of the claims of the present invention. [Explanation of symbols]

[0050] 10 ···Yaw damper; 20···Controller; 30 ···Driver; 40 ···Accelerometer; 50 ···Gyroscope; 11 ···Cylinder block; 12 ··· piston; 13 ···First check valve; a1: First sub-oil passage; 21 First shutoff valve; 22 ···Unloading valve; 23 ···Damping valve; a2: Second sub-oil passage; 31 ···Solenoid proportional valve; a3: 3rd sub-oil passage; 41 Second on-off valve; b1: First main oil passage; 51 ···Second check valve; 52 ···Oil storage tank; b2: Second main oil passage; b3: 3rd main oil passage; c1: Branch oil passage; 61 ···Third on-off valve; 70 Pressure Sensor

Claims

1. A yaw damper comprising a hydraulic cylinder, the hydraulic cylinder including a cylinder block and a piston, the piston being slidably disposed in the cylinder block and dividing a cavity of the cylinder block into a rod cavity and a rodless cavity, and an oil passage is provided in a head portion of the piston, the oil passage being unidirectionally connected from the rodless cavity to the rod cavity, Outside the cylinder block, three sub-oil passages connected in parallel are provided between the rod cavity and the rodless cavity, a first sub-oil passage is provided with a first on-off valve and a damping valve, a second sub-oil passage is provided with an electromagnetic proportional valve, and a third sub-oil passage is provided with a second on-off valve, 4. The yaw damper according to claim 1, further comprising an oil storage tank for supplying oil to the rodless cavity.

2. 2. The yaw damper according to claim 1, wherein a first main oil passage is connected to the rodless cavity, the first sub-oil passage and the second sub-oil passage are both connected to the first main oil passage, an oil discharge port of the oil storage tank is connected to the first main oil passage, and a check valve is provided in the first main oil passage, the check valve being unidirectionally conducted toward the rodless cavity.

3. 3. The yaw damper according to claim 1, wherein a second main oil passage is connected to the rodless cavity, the third sub-oil passage is connected to the second main oil passage, a branch oil passage is further connected between the second main oil passage and the oil storage tank, and a third on-off valve is provided in the branch oil passage.

4. 4. The yaw damper according to claim 3, wherein an unloading valve is further connected in parallel to the damping valve in the first sub-oil passage.

5. A yaw damper system for a railway vehicle including a controller and at least one yaw damper, the yaw damper being the yaw damper described in any one of claims 1 to 4, the yaw damper being attached between a car body and a bogie, and the controller being communicatively connected to the yaw damper so as to control the operating state of each of the sub-oil passages.

6. 6. The yaw damper system according to claim 5, further comprising an actuator, a first detection module and a second detection module, all of which are communicatively connected to the controller, the first detection module being attached to the yaw damper and detecting operation information of the yaw damper, the second detection module being attached to a railway vehicle and detecting running information of the railway vehicle, and the controller generating a drive signal based on the detection information of the first detection module and the second detection module to control the actuator to operate the yaw damper.

7. 7. The yaw damper system of claim 6, wherein the first sensing module includes a pressure sensor, and the second sensing module includes an acceleration sensor and a gyroscope, the acceleration sensor being mounted on the bogie and the gyroscope being mounted on the vehicle body.

8. A control method for a yaw damper system, the yaw damper system being the yaw damper system according to any one of claims 5 to 7, the control method comprising the steps of: when the railway vehicle is traveling in a straight line, the controller controls the yaw damper to switch to a semi-active mode, and in the semi-active mode, the first on-off valve and the second on-off valve are closed, and the damping force of the yaw damper is adjusted by the electromagnetic proportional valve in the second sub-oil passage; When the railcar is traveling on a curve, the controller controls the yaw damper to switch to a small damping mode, in which the first on-off valve is opened, the second on-off valve is closed, and a damping force of the yaw damper is reduced to a minimum value; and when the yaw damper system fails, the controller controls the yaw damper to switch to a passive mode, and in the passive mode, the first on-off valve is opened, the second on-off valve is closed, and a damping force of the yaw damper is adjusted by the unloading valve.

9. 9. The control method according to claim 8, further comprising the steps of: determining a curve radius of a track on which the vehicle is traveling by acquiring running parameters of the railway vehicle; and judging that the railway vehicle is in a straight-line running state if the curve radius is greater than a predetermined value; and judging that the railway vehicle is in a curved running state if the curve radius is smaller than the predetermined value.

10. A railway vehicle comprising the yaw damper according to any one of claims 1 to 4 or the yaw damper system according to any one of claims 5 to 7.

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