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 from 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] Yaw dampers are one of the important components that affect the running stability of railway vehicles. When railway vehicles run in different conditions, the parameter requirements for the dampers vary. In particular, as railway vehicles increasingly travel across tracks, borders, and regions, the parameter requirements for the dampers become increasingly diverse. In light of this, designing a yaw damper system for railway vehicles that can adapt to different vehicle running conditions is currently a technical problem that those skilled in the art are striving 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 that, by arranging the structure, allows the yaw damper's operating modes to include a semi-active control mode, a passive mode, and a small damping mode, and switches to different operating modes based on different vehicle running modes, thereby improving the vehicle's adaptability 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, which oil passage is 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 oil therein.

[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 toward 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 the yaw damper described in any one of the above aspects, 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 the 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 is attached to the yaw damper and detects operation information of the yaw damper. The second detection module is attached to the railway vehicle and detects running information of the railway vehicle. The controller generates a drive signal based on the detection information from the first detection module and the second detection module, and controls the actuator to operate the yaw damper.

[0011] According to the yaw damper system, the first detection module includes a pressure sensor, the second detection module includes an acceleration sensor and a gyroscope, the acceleration sensor is attached to the bogie, and the gyroscope is attached to the car 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 line; when the railcar is traveling on a curve, the controller controls the yaw damper to switch to a small damping mode, and in the small damping mode, the first on-off valve is opened, the second on-off valve is closed, and the 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 traveling in a straight line, and if the curve radius is smaller than the predetermined value, it is determined that the railway vehicle is traveling in a curved line.

[0014] The present invention further provides a railway vehicle, which includes the yaw damper according to any one of the above aspects or the yaw damper system according to any one of the above aspects. [Effects of the Invention]

[0015] This invention optimizes the structure of a railway vehicle's yaw damper and switches the operating mode of the yaw damper based on the conductivity of each sub-oil passage, thereby providing three operating modes: semi-active mode, small damping mode, and passive mode. The appropriate operating mode is selected based on the actual running conditions 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 differences in running distance, extending the turning repair cycle and reducing running costs. When the vehicle is running on a curve, the small damping mode is used to reduce the vehicle's turning stiffness, increasing the vehicle's curve-running speed and reducing wheel and track wear. When the system fails, the system switches to passive mode to ensure normal running of the vehicle. [Brief explanation of the drawings]

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

[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, yaw damper system, control method thereof, and railcar will be described in combination below, and the beneficial effects will not be repeatedly discussed.

[0019] Please refer to FIG. 1, which shows the structure of a yaw damper system according to an embodiment of the present invention.

[0020] All railway vehicles are equipped with yaw dampers 10. Since railway vehicles have different running conditions, the parameter requirements for the yaw dampers 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, a yaw damper 10 is attached to 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 a yaw damper 10 is attached to both sides of the bogie along the width direction of the car body. Figure 1 exemplarily shows a structure in which four yaw dampers 10 are attached to one car body, but in actual application, two yaw dampers 10 may be attached to each side of the bogie, so that eight yaw dampers 10 are attached to one car body. The arrangement can be tailored to specific application needs.

[0022] The yaw damper system further includes a controller 20 communicatively connected to each yaw damper 10 to control the operating mode of the yaw damper 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 attached to the yaw damper 10 and detects the operation information of the yaw damper 10, and the second detection module is attached to the railway vehicle and detects the running information of the railway vehicle. 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 radius of the curve on which the railroad vehicle is currently traveling based on the acquired vehicle traveling information, determines whether the vehicle is traveling in a straight line or on a curve, and 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 information from the first detection module to satisfy 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 attached to each of the front and rear bogies of the vehicle body, and the two acceleration sensors 40 on the same bogie are attached 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 attached to the vehicle body to measure the angular velocity of the vehicle body, and the controller 20 can calculate the radius of the curve along which the vehicle is traveling based on the vehicle speed information, the measurement data from the gyroscope 50, and the measurement data from the acceleration sensor 40. The calculation formula is well known in the art, and therefore will not be described here. Of course, there are multiple ways to obtain the radius of the curve along which the vehicle is traveling, and corresponding detectors are arranged to detect the corresponding vehicle traveling parameters according to the different information required by different calculation formulas.

[0029] In this embodiment, the yaw damper 10 has three operating modes, namely, a semi-active mode, a small damping mode and a passive mode, due to its structural design (described in detail below).

[0030] Based on the above-described yaw damper system, this embodiment further provides a yaw damper system control method. Specifically, the method includes the steps of: when the railway vehicle is traveling in a straight line, the controller 20 generates a first drive signal and transmits it to the driver 30, and the driver 30 operates the yaw damper 10 to switch to semi-active mode based on the received first drive signal; when the railway vehicle is traveling in a straight line, the controller 20 generates a second drive signal and transmits it to the driver 30, and the driver 30 operates the yaw damper 10 to switch to low damping mode based on the received second drive signal; and when a system failure occurs, such as when the gyroscope 50 or the acceleration sensor 40 is damaged, the driver 30 controls the yaw damper 10 to switch to passive mode, thereby ensuring normal vehicle operation.

[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 disposed within the cylinder block 11, and the cavity of the cylinder block 11 is divided into a rod cavity and a rodless cavity. According to the orientation of the drawing, the left cavity of the cylinder block 11 is the rod cavity, and the right cavity is the rodless cavity. A first check valve 13 is provided within the head portion of the piston 12, providing one-way 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 are further provided between the rod cavity and the rodless cavity outside the cylinder block 11 and connected in parallel. For ease of description, these three sub-oil passages will be referred to hereinafter 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. Initially, the relevant parameters of the unloading valve 22 are set according to 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 according to actual application needs. Generally, the opening pressure of the electromagnetic proportional valve 31 is greater than that 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 reservoir 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, here 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, and is conducted in one direction toward the rodless cavity. By placing this second check valve 51, it is possible to prevent the oil in the rodless cavity from flowing back into the oil storage tank 52, and 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 on 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, 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, 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 Oil is supplied to the rodless cavity through 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 through the first check valve 13, and then flows into the oil storage tank 52 through 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 detecting the hydraulic pressure of the yaw damper 10, and the controller 20 calculates the current required damping force using a pre-stored algorithm based on the detection information from the pressure sensor 70 and the acceleration sensor 40, and controls the solenoid proportional valve 31. Here, the algorithm for calculating the damping force is also a known algorithm in the art and can be selected according to specific 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 unloading speed in real time based on the difference in the traveling distance, 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. At this time, 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. 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. As a result, oil is supplied to the rodless cavity, the damping force of the yaw damper 10 is reduced to a minimum, and when the rod portion of the piston 12 of the hydraulic cylinder is retracted, 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 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, reducing the vehicle's rotational 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. At this time, 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 The hydraulic pressure is adjusted by the damping valve 23 and the unloading valve 22. At the same time, the oil reservoir 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 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 through the first check valve 13, and then flows into the oil reservoir 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 switches to the passive mode to ensure the normal running of the railway vehicle.

[0049] The above is a detailed introduction to the yaw damper, yaw damper system, control method thereof, and railway vehicle provided by the present invention. Specific examples are used in this specification to describe the principles and embodiments of the present invention, and the description of the above examples is merely for the purpose of understanding the method and spirit of the present invention. Those skilled in the art may make 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 shut-off valve; 22 ···Unloading valve; 23 ···Damping valve; a2: Second sub-oil passage; 31 ···Solenoid proportional valve; a3 ···Third sub-oil passage; 41 ···Second shut-off valve; b1 ···First main oil passage; 51 ···Second check valve; 52 ···Oil storage tank; b2 ···Second main oil passage; b3 ···Third main oil passage; c1 ···Branched 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 provided in a head portion of the piston and conducting in one direction 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, A yaw damper 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, which is unidirectionally conducted toward the rodless cavity.

3. A yaw damper as described in claim 1, characterized in that 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, 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, the branch oil passage is connected to the first main oil passage, and a third opening / closing 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. 10. A yaw damper system for a railway vehicle including a controller and at least one yaw damper, wherein the yaw damper is the yaw damper described in claim 1, 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 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 the railway vehicle and detecting running information of the railway vehicle, and the controller generating a drive signal based on the detection information from 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, 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 car 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: 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 line; when the railcar is traveling on a curve, the controller controls the yaw damper to switch to a small damping mode, and in the small damping mode, the first on-off valve is closed, the second on-off valve is opened, and the 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 an unloading valve provided in the first sub-oil passage.

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