CN114987569B - Rail vehicle anti-roll studying and judging method and hydraulic interconnection mechanism - Google Patents
Rail vehicle anti-roll studying and judging method and hydraulic interconnection mechanism Download PDFInfo
- Publication number
- CN114987569B CN114987569B CN202210814113.XA CN202210814113A CN114987569B CN 114987569 B CN114987569 B CN 114987569B CN 202210814113 A CN202210814113 A CN 202210814113A CN 114987569 B CN114987569 B CN 114987569B
- Authority
- CN
- China
- Prior art keywords
- vehicle
- hydraulic
- roll
- suspension
- branch
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
- B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention relates to a method for studying and judging anti-roll of a railway vehicle and a hydraulic interconnection mechanism, which comprise a suspension mechanism and a control unit which are arranged on the vehicle, wherein the suspension mechanism can selectively provide anti-roll rigidity with different magnitudes for the vehicle according to actual requirements under the control of the control unit, and the control unit is used for studying and judging the running state of the vehicle by constructing a phase plane diagram of the roll angle of the vehicle body and the roll angle speed of the vehicle body, so that the control unit can selectively control the suspension mechanism or an active suspension and the suspension mechanism to drive in a combined way according to analysis results so as to regulate the running balance state of the vehicle. In order to ensure that the roll stability of the vehicle has a certain safety coefficient, different suspension intervention switching coefficients are set, so that when the vehicle is in different running states, different suspension mechanisms are selectively controlled according to comparison between the suspension intervention switching coefficients obtained through calculation and analysis by the control unit and the switching boundary coefficients.
Description
The original basis of this divisional application is application number 202110953192.8, application day 2021, month 08 and 18, and the patent application with the name of "an anti-roll hydraulic interconnection system for railway vehicles" claims priority from application number 202110640917.8, and priority day 2021, month 06 and 08.
Technical Field
The invention relates to the technical field of vehicle suspension systems, in particular to a method for judging anti-roll of a railway vehicle and a hydraulic interconnection mechanism.
Background
Suspensions are a generic term for all force-transmitting connections between a vehicle frame (or carrying body) and an axle (or wheel). The function and the purpose of the device are that the vertical counterforce (supporting force), the longitudinal counterforce (traction force and braking force) and the side counterforce which are acted on the wheels by the road surface and the moment caused by the counterforces are transmitted to the frame (or the bearing type car body) so as to ensure the normal running of the car.
With the gradual development of the automobile industry, users pay more attention to smoothness, stability and safety of automobiles. The conventional mechanical stabilizer bar cannot maintain good comfort in the case of a small roll angle and cannot increase anti-roll stiffness in the case of a large roll angle, and thus, the conventional mechanical stabilizer bar has a certain limitation.
The hydraulic interconnection suspension frame can effectively improve smoothness, operation stability and safety of the vehicle. When the vehicle rolls due to sharp steering, the anti-roll structure of the hydraulic interconnection suspension can effectively reduce the roll angle and improve the safety of the vehicle under the limit steering working condition. Under the condition of smaller roll angle, the anti-roll moment generated by the hydraulic interconnection suspension is smaller, so that good comfort is realized; under the condition of larger roll angle, the anti-roll moment generated by the hydraulic interconnection suspension is larger, and the safety of the vehicle during running is improved.
However, the anti-roll stiffness of the existing hydraulic interconnection suspension is fixed and cannot be adjusted to meet different performance requirements, for example: in the case of large steering angles, the hydraulically interconnected suspension needs to provide a high anti-roll stiffness; at small steering angles, the hydraulically interconnected suspension requires a lower anti-roll stiffness. In addition, the improvement of the anti-roll stiffness means the reduction of the ride quality, and there is a contradiction between the two, so that it is necessary to provide a device capable of improving both the anti-roll stiffness and the ride quality.
When the railway vehicle is about to roll, the railway vehicle can provide reverse supporting force for the vehicle body through the air spring to offset the roll of the vehicle body caused by turning, but the traditional mechanical stabilizer bar and the hydraulic interconnecting suspension can couple the motions of the left wheel and the right wheel, so that the motion of the air spring is disturbed, the air spring is difficult to achieve the ideal effect on the posture adjustment of the vehicle body, and therefore the motion of the left wheel and the right wheel of the vehicle needs to be decoupled, namely the roll stiffness of the hydraulic interconnecting system of the vehicle is relieved.
Chinese patent CN112009193a discloses an anti-roll adjustable hydro-pneumatic suspension hydraulic system, comprising a suspension hydraulic control unit and a oil passage pipeline arranged on each axle, each suspension hydraulic control unit comprises two sets of suspension control mechanisms on the left and right sides, each set of suspension control mechanism comprises an oil cylinder, a valve, a pipeline and an accumulator; the rod cavity of the oil cylinder on one side of each suspension hydraulic control unit is communicated with the oil circuit of the rod-free cavity on the other side of the same unit through a valve and a pipeline, and the rod-free cavity of each oil cylinder is connected with the energy accumulator of the same group of suspension control mechanisms through the valve. The invention realizes the stability of speed control of the suspension cylinder when bearing a large load to drop, and simultaneously ensures that the suspension cylinder bears the load of a vehicle in the running process when the hydraulic system does not act, thereby preventing the hydraulic system from being overloaded and protecting the safety of the hydraulic system and the whole vehicle; realizes the vehicle posture adjustment and speed adjustment of lifting, pitching, tilting left and right, leveling and the like of the vehicle body. However, this patent fails to adjust the number of intervening accumulators as required, and in particular fails to decouple the wheels of the vehicle in the event of an intervention of the active suspension of the vehicle, resulting in a hydraulic system that impedes the roll adjustment of the active suspension.
The patent document with publication number CN112413028A discloses a multipolar variable rigidity hydraulic-pneumatic support shock absorber and a vehicle adopting the support shock absorber, and the technical scheme is that a plurality of parallel hydraulic-pneumatic energy storages are used as support springs, a connecting pipe of each hydraulic-pneumatic energy storage is connected with a shut-off valve in series, the on-off state of each shut-off valve is controlled according to the requirement, so that the proper hydraulic-pneumatic energy storages are selected to enable the hydraulic-pneumatic energy storages to be communicated with a support hydraulic cylinder, and the pressure and the volume of a gas storage part of the hydraulic-pneumatic spring communicated with the hydraulic cylinder are controlled, so that the purpose of rigidity variation is achieved. The patent is related to only the on-off between the "connecting line of the accumulator and the hydraulic cylinder", and the specific manner of determination of the acceleration thereof is "the rigidity of the supporting damper is controlled by the absolute values of the accelerations in different directions", but the patent is not related to the technical content of "the determination of the running state of the vehicle by constructing a phase diagram of the vehicle body roll angle-vehicle body roll angle speed".
Based on the above requirements, the patent proposes an anti-roll hydraulic interconnection mechanism of a railway vehicle, which can be selectively connected with different numbers of energy accumulators to promote smoothness when the railway vehicle runs in a straight line; when turning, the system is selectively connected into different energy accumulators to achieve different anti-roll stiffness, so that the safety of the vehicle is improved. The system is also capable of enabling the movement of the actuator unit without generating an anti-roll moment resisting the roll adjustment of the active suspension mechanism by the energy storage unit by decoupling the wheels in case of an active suspension intervention of the vehicle, so that the vehicle can better perform a cornering ride.
Furthermore, there are differences in one aspect due to understanding to those skilled in the art; on the other hand, as the inventors studied numerous documents and patents while the present invention was made, the text is not limited to details and contents of all that are listed, but it is by no means the present invention does not have these prior art features, the present invention has all the prior art features, and the applicant remains in the background art to which the rights of the related prior art are added.
Disclosure of Invention
In order to overcome the defects of the prior art, the invention provides an anti-roll hydraulic interconnection system for a railway vehicle, which comprises a suspension mechanism positioned between a vehicle body and wheels, wherein the suspension mechanism at least comprises two actuator units arranged in the axial direction of the same axle and a hydraulic pipeline arranged between the two actuator units, and a plurality of energy storage units are arranged on the hydraulic pipeline; in the case where the vehicle is excited by the roll and does not counteract the roll moment in the opposite roll, the suspension mechanism achieves different anti-roll stiffness in such a way that the control unit adjustably selects different numbers of the energy storage units to be connected into the hydraulic line, so that the vehicle can follow the driving of the suspension mechanism to adjust its running performance, and the control unit also controls the two actuator units on the same axis to be coupled or decoupled by changing the communication state between the liquid chambers of the two actuator units and the conduction state of the hydraulic line. The method has the advantage that the number of the energy accumulators in the access system can be selected to adjust the smoothness or the operation stability of the vehicle. When the vehicle runs straight, four energy accumulators are connected to promote smoothness; when the vehicle turns, different energy accumulators are selectively connected to achieve different anti-roll stiffness, so that the safety of the vehicle is improved. For example, in the case that the vehicle is at a large steering angle or is at a high-speed in-turn, the first energy storage unit and the fourth energy storage unit are connected to provide higher anti-roll stiffness in order to ensure the running safety of the vehicle; the second and third energy storage units are connected to provide a suitable anti-roll stiffness when the vehicle is at a small steering angle or low-speed roll.
According to a preferred embodiment, the hydraulic line comprises at least a first hydraulic branch and a second hydraulic branch which are respectively connected to different fluid chambers of the two actuator units, wherein a third hydraulic branch which is mutually connected is also arranged between the first hydraulic branch and the second hydraulic branch; when the third hydraulic branch is in an off state and the vehicle is subjected to roll excitation, the first hydraulic branch and the second hydraulic branch follow the directional flow of oil in the actuator unit to change the hydraulic pressure in the inner cavity of the pipeline, so that the suspension mechanism forms anti-roll moment and reduces the roll angle of the vehicle body in a manner of generating pressure difference between the first hydraulic branch and the second hydraulic branch.
According to a preferred embodiment, at least two energy storage units capable of providing different anti-roll stiffness are arranged on the first hydraulic branch and the second hydraulic branch, respectively; the first hydraulic branch and the second hydraulic branch can enable the vehicle to keep a smooth running state in a mode of simultaneously connecting all the energy storage units.
According to a preferred embodiment, a solenoid valve module controlled by the control unit is also provided between the hydraulic line and the energy storage unit, so that the control unit varies the anti-roll stiffness provided by the suspension mechanism by selectively adjusting the opening and closing of the solenoid valve modules corresponding to the different energy storage units.
According to a preferred embodiment, the two ends of the first hydraulic branch are connected to the rodless chamber of the first hydraulic cylinder and the rod-containing chamber of the second hydraulic cylinder, respectively; two ends of the second hydraulic branch are respectively connected to a rod cavity of the first hydraulic cylinder and a rodless cavity of the second hydraulic cylinder; the third hydraulic branch is respectively communicated with the first hydraulic branch and the second hydraulic branch, and the opening and closing of a pipeline of the third hydraulic branch are adjusted through a fifth electromagnetic valve.
According to a preferred embodiment, the energy storage unit comprises a first energy storage unit and a second energy storage unit which are arranged on the first hydraulic branch and a third energy storage unit and a fourth energy storage unit which are arranged on the second hydraulic branch, wherein the first energy storage unit, the second energy storage unit, the third energy storage unit and the fourth energy storage unit are symmetrically arranged relative to the axial direction of the vehicle body.
According to a preferred embodiment, the hydraulic line is connected to the first and fourth energy storage units for providing a high anti-roll stiffness in case the vehicle is at a high steering angle or at a high roll rate; the hydraulic line is connected to the second and third energy storage units to provide a small anti-roll stiffness when the vehicle is at a small steering angle or low-speed roll.
The application also provides a railway vehicle at least comprising an active suspension mechanism arranged at the bottom of the vehicle body and a suspension mechanism arranged between the active suspension mechanism and wheels, wherein the suspension mechanism comprises an actuator unit, a hydraulic pipeline and an energy storage unit; in the case of a vehicle turning and active suspension intervention, the hydraulic line decouples the vehicle wheel by means of a multi-branch connection to each other and to two of the actuator units arranged coaxially, so that the movement of the actuator units does not generate an anti-roll moment by the energy storage unit which counteracts the roll adjustment of the active suspension mechanism. The vehicle body is reversely inclined through the air spring or other active suspension mechanisms when the vehicle is provided with the active suspension mechanisms such as the air spring and the like and the vehicle is predicted to be inclined to the side, the influence caused by the side inclination is counteracted, and at the moment, the air spring is enabled not to be blocked by the interconnection suspension when the posture of the vehicle body is regulated through connecting the first hydraulic branch and the second hydraulic branch.
According to a preferred embodiment, the actuator unit comprises a first hydraulic cylinder and a second hydraulic cylinder arranged on the same axle axis; the hydraulic pipeline is respectively communicated with a first hydraulic branch and a second hydraulic branch of different hydraulic cavities of the two actuator units, wherein a third hydraulic branch which is mutually communicated is further arranged between the first hydraulic branch and the second hydraulic branch.
According to a preferred embodiment, when a roll of the vehicle occurs towards the side of the first hydraulic cylinder, the oil discharged from the rodless chamber of the first hydraulic cylinder and the rod-containing chamber of the second hydraulic cylinder enters the first hydraulic branch, so that the oil entering the first hydraulic branch enters the second hydraulic branch through the third hydraulic branch and flows into the rod-containing chamber of the first hydraulic cylinder and the rodless chamber of the second hydraulic cylinder, so that the suspension mechanism does not generate an anti-roll moment resisting the roll adjustment of the active suspension mechanism.
Drawings
FIG. 1 is a schematic illustration of a first embodiment of an anti-roll hydraulic interconnection system for a rail vehicle;
FIG. 2 is a schematic illustration of a second embodiment of an anti-roll hydraulic interconnection system for a rail vehicle;
FIG. 3 is a schematic illustration of a third embodiment of an anti-roll hydraulic interconnection system for a rail vehicle;
FIG. 4 is a roll excitation graph of a roll condition application of an anti-roll hydraulic interconnection system for a rail vehicle;
fig. 5 is a roll moment simulation result diagram of an anti-roll hydraulic interconnect system for a rail vehicle;
FIG. 6 is a graph of simulation results of hydraulic cylinder forces for an anti-roll hydraulic interconnect system for a rail vehicle;
FIG. 7 is a graph of accumulator pressure simulation results for an anti-roll hydraulic interconnect system for a rail vehicle;
FIG. 8 is a graph of a rollover index analysis of an anti-roll hydraulic interconnect system for a rail vehicle.
List of reference numerals
1: a suspension mechanism; 2: a control unit; 3: a solenoid valve module; 11: an actuator unit; 12: a hydraulic line; 13: an energy storage unit; 111: a first hydraulic cylinder; 112: a second hydraulic cylinder; 121: a first hydraulic branch; 122: a second hydraulic branch; 123: a third hydraulic branch; 131: a first energy storage unit; 132: a second energy storage unit; 133: a third energy storage unit; 134: a fourth energy storage unit; 31: a first electromagnetic valve; 32: a second electromagnetic valve; 33: a third electromagnetic valve; 34: a fourth electromagnetic valve; 35: and a fifth electromagnetic valve.
Detailed Description
The following is a detailed description with reference to fig. 1-8.
Example 1
The application provides an anti-roll hydraulic interconnection system for a railway vehicle, which comprises a suspension mechanism 1, a control unit 2 and a solenoid valve module 3.
According to one embodiment shown in fig. 1, the suspension mechanism 1 is capable of selectively providing the vehicle with anti-roll stiffness of different magnitudes according to actual requirements under the control of the control unit 2. The suspension mechanism 1 includes an actuator unit 11 capable of adjusting the distance between the vehicle body and the wheels, a hydraulic line 12 selectively communicating different inner chambers of the different actuator units 11, and an accumulator unit 13 provided on the hydraulic line 12. When the internal chamber of the actuator unit 11 is pressurized to cause the directional flow of the oil contained therein along the hydraulic line 12, the control unit 2 can adjust the ride comfort or anti-roll stiffness of the vehicle by changing the number of the accumulator units 13 communicating with the hydraulic line 12 in such a manner as to control the opening and closing of the solenoid valve modules 3 provided at different pipe positions of the hydraulic line 12. When the vehicle runs on a common road surface, four energy accumulators are connected to promote smoothness; when the vehicle is excited by the roll, different energy accumulators are selectively connected to achieve different anti-roll stiffness, so that the safety of the vehicle is improved.
Preferably, the actuator unit 11 includes a first hydraulic cylinder 111 and a second hydraulic cylinder 112 provided corresponding to the wheel positions at both ends of the same axle. Further preferably, the first hydraulic cylinder 111 and the second hydraulic cylinder 112 may be connected between the bogie and the axle. Specifically, each of the first and second hydraulic cylinders 111 and 112 includes a piston rod and a cylinder tube used in cooperation therewith, one of the piston rod and the cylinder tube being connected to the vehicle frame, and the other being connected to the axle. The piston rod and the cylinder can move relatively, so that the fluid in the cylinder is acted on. The part of the cylinder barrel without the piston rod is a rodless cavity, and the part of the cylinder barrel with the piston rod is a rod cavity.
Preferably, the hydraulic line 12 comprises a first hydraulic branch 121 and a second hydraulic branch 122 communicating respectively with different fluid chambers of the two actuator units 11. A third hydraulic branch 123 is also provided in communication between the first hydraulic branch 121 and the second hydraulic branch 122. The first hydraulic branch 121 and the second hydraulic branch 122 are each connected to the first hydraulic cylinder 111 and the second hydraulic cylinder 112. Specifically, the first hydraulic branch 121 is connected to the rodless chamber of the first hydraulic cylinder 111 and the rod-less chamber of the second hydraulic cylinder 112, and the second hydraulic branch 122 is connected to the rod-less chamber of the first hydraulic cylinder 111 and the rod-less chamber of the second hydraulic cylinder 112. The third hydraulic branch 123 is connected to the first hydraulic branch 121 and the second hydraulic branch 122, respectively. In the case where the third hydraulic branch 123 is in the disconnected state and the vehicle is subjected to the roll excitation, the first hydraulic branch 121 and the second hydraulic branch 122 follow the directional flow of the oil in the actuator unit 11 so that the in-line hydraulic pressure thereof changes, whereby the suspension mechanism 1 forms an anti-roll moment and reduces the roll angle of the vehicle body in such a manner that a pressure difference is generated between the first hydraulic branch 121 and the second hydraulic branch 122. Preferably, a fifth solenoid valve 35 of the solenoid valve unit 3 is also provided in the line of the third hydraulic branch 123. The third hydraulic branch 123 is regulated in opening and closing of its piping by a fifth solenoid valve 35.
Preferably, when the fifth solenoid valve 35 is in the closed state, the first hydraulic branch 121 and the second hydraulic branch 122 are not communicated. Preferably, when the piston of the first hydraulic cylinder 111 moves upward and the piston of the second hydraulic cylinder 112 moves downward, the oil discharged from the rodless chamber of the first hydraulic cylinder 111 and the rod-containing chamber of the second hydraulic cylinder 112 enters the first hydraulic branch 121, and at this time, the fifth solenoid valve 35 is in a closed state, and the oil discharged from the rodless chamber of the first hydraulic cylinder 111 and the second hydraulic cylinder 112 finally enters the first and second accumulator units 131 and 132 through the first hydraulic branch 121, so that the pressures of the first and second accumulator units 131 and 132 rise. At the same time, the rod-shaped chamber of the first hydraulic cylinder 111 and the rodless chamber of the second hydraulic cylinder 112 increase in volume, and the oil pressure in the second hydraulic branch 122 decreases, so that the pressure difference between the first hydraulic branch 121 and the second hydraulic branch 122 forms an anti-roll moment, and the roll angle of the vehicle body can be effectively reduced.
When the vehicle has an active suspension mechanism such as an air spring, the control unit 2 controls the fifth solenoid valve 35 to open so that the third hydraulic branch 123 is conducted before the vehicle is predicted to be about to roll, so that the first hydraulic branch 121 and the second hydraulic branch 122 are communicated. Preferably, when the piston of the first hydraulic cylinder 111 moves upward and the piston of the second hydraulic cylinder 112 moves downward, the oil discharged from the rodless chamber of the first hydraulic cylinder 111 and the rod-less chamber of the second hydraulic cylinder 112 enters the first hydraulic branch 121, and since the fifth solenoid valve 35 is in the open state at this time, the liquid in the first hydraulic branch 121 enters the first hydraulic branch 121 and eventually enters the rod-less chamber of the actuator unit 11 and the rod-less chamber of the second hydraulic cylinder 112. For active control, new coupling problems are formed between the working states of the hydraulic cylinders on the left and right sides, the volume change of the accumulator and the flow control of the hydraulic pump due to the addition of the hydraulic pump. Therefore, the dynamic response of the active hydraulic interconnection suspension can be realized by solving the dynamic modeling problem of the bottom hydraulic execution system including the energy accumulator, and the active control can be checked. The movement of the piston of the first hydraulic cylinder 111 and the piston of the second hydraulic cylinder 112 in the above state does not generate an anti-roll moment by the accumulator, so that the left and right wheels corresponding to the first hydraulic cylinder 111 and the second hydraulic cylinder 112 are completely decoupled, and thus the suspension mechanism 1 does not affect the adjustment of the train air spring or other mechanisms. Preferably, the control unit 2 is able to perform an efficient vehicle/train stability area analysis by means of a phase plane diagram. Further preferably, the control unit 2 of the present application performs the study of the running state of the vehicle by constructing a phase diagram of the vehicle body roll angle versus the vehicle body roll angle speed, so that the control unit 2 can adjust the running balance state of the vehicle in such a manner as to selectively control the suspension mechanism 1 or the active suspension in combination with the suspension mechanism 1 to drive, based on the analysis result. Preferably, the roll stability of the vehicle takes a critical line of a stable domain as an active suspension intervention criterion of the hydraulic interconnection suspension, so that the roll state of the vehicle is controlled within a stable region in time, but in order to ensure that the roll stability of the vehicle has a certain safety coefficient, different suspension intervention switching coefficients are set, so that when the vehicle is in different running states, the suspension intervention switching coefficients obtained through calculation and analysis by the control unit 2 are compared with the switching boundary coefficients, and different suspension mechanism intervention is selectively controlled. Preferably, the switching boundary is set to be within a critical line, thereby determining the active control intervention criterion as:
wherein: c 1 For intervening switching coefficients, 0 < c 1 Less than 1, critical value theta of roll angle of vehicle body in stable region th Critical value theta 'of roll angle speed of vehicle body' th And the vehicle roll stability region threshold line is preset input.
Preferably, the roll stability of the vehicle in passive mode depends on the lateral acceleration of the vehicle, since the lateral force generated by the steering is the root cause of causing the vehicle to not stumble. To avoid frequent switching of the hydraulically interconnected suspension system of the vehicle between the two anti-roll modes of the suspension mechanism 1 or of the active suspension in combination with the suspension mechanism 1, the exit criterion of the active suspension requires a combination of the phase plane stability domain and the vehicle lateral acceleration. Preferably, an exit switching coefficient smaller than the intervention switching coefficient is further arranged on the basis of the suspension intervention switching coefficient, and meanwhile, the lateral acceleration of the vehicle is required to be reduced to a certain proportion of the lateral acceleration at the intervention moment, so that the active control exit criterion is formed, and the active control exit criterion is specifically expressed as follows:
wherein: c 2 To exit the switching coefficient, 0 < c 2 < 1, and c 1 ＞c 2 ；a y0 For actively controlling the lateral acceleration of the vehicle at the moment of intervention; a, a y The current lateral acceleration of the vehicle; f is a proportionality coefficient, and f is more than 0 and less than 1.
When the intelligent control system is used, different drive states of the suspension adjusting mechanism can be adjusted through preset different intervention switching coefficients and exit switching coefficients, so that the vehicle can make different anti-roll hydraulic adjustments through the control unit under the conditions of straight running, different turning angles and turning speeds. Preferably, the front and rear roll moment distribution of the active anti-roll control affects the vehicle handling stability, since the inboard and outboard load transfer affects the yaw stiffness of the wheels, and thus affects the handling stability of the vehicle, and the control unit 2 thus improves the handling stability of the vehicle in such a way that the roll moment distribution coefficient is dynamically adjusted according to a certain control law.
Preferably, the solenoid valve unit 3 includes a first solenoid valve 31, a second solenoid valve 32, a third solenoid valve 33, and a fourth solenoid valve 34 provided corresponding to the plurality of different-position accumulator units 13, and a fifth solenoid valve 35 provided in the third hydraulic branch 123. Preferably, the first solenoid valve 31, the second solenoid valve 32, the third solenoid valve 33, the fourth solenoid valve 34, and the fifth solenoid valve 35 are each capable of being opened and closed individually or collectively under the control of the control unit 2.
Preferably, the energy storage unit 13 includes a first energy storage unit 131, a second energy storage unit 132, a third energy storage unit 133, and a fourth energy storage unit 134. Further preferably, a first energy storage unit 131 and a second energy storage unit 132 are provided on the first hydraulic branch 121; the third and fourth accumulator units 133, 134 are arranged on the second hydraulic branch 122. Preferably, the first and fourth energy storage units 131 and 134 are symmetrically disposed with respect to the length direction of the vehicle body; the second and third energy storage units 132 and 133 are symmetrically disposed with respect to the length direction of the vehicle body. Preferably, a second energy storage unit 132 and a third energy storage unit 133 are provided between the first energy storage unit 131 and the fourth energy storage unit 134.
Preferably, the first solenoid valve 31 is disposed between the first accumulator 131 and the first hydraulic branch 121 for cutting off or communicating the connection between the first accumulator 131 and the first hydraulic branch 121. Preferably, the second solenoid valve 32 is disposed between the second accumulator 132 and the first hydraulic branch 121 for cutting off or communicating the connection between the second accumulator 132 and the first hydraulic branch 121. Preferably, a third solenoid valve 33 is provided between the third accumulator unit 133 and the second hydraulic branch 122 for cutting off or communicating the connection between the third accumulator unit 133 and the second hydraulic branch 122. Preferably, a fourth solenoid valve 34 is provided between the fourth energy storage unit 134 and the second hydraulic branch 122 for cutting off or communicating the connection between the fourth energy storage unit 134 and the second hydraulic branch 122.
Preferably, when the railway vehicle travels straight, the control unit 2 opens the first, second, third and fourth solenoid valves 31, 32, 33, 34 by opening the first, second, third and fourth solenoid valves 31, 32, 33, 34, and fully opens the first, second, third and fourth energy storage units 131, 132, 133 and 134 into the oil path, so that the volume of the energy storage unit 13 is maximized, thereby effectively improving the smoothness of the vehicle.
Preferably, when the railway vehicle turns at a high speed, the control unit 2 selectively switches in different energy storage units 13 according to the condition of the current rolling state from the rolling stability critical line and the condition of the current lateral acceleration so as to achieve different anti-rolling rigidity, thereby improving the safety of the vehicle. For example, in the case where the vehicle is at a large steering angle or is at a high-speed in-turn, the first and fourth energy storage units 131 and 134 are connected to provide high anti-roll stiffness in order to secure running safety of the vehicle; the second and third accumulator units 132, 133 are engaged to provide adequate anti-roll stiffness when the vehicle is at a small steering angle or low-speed roll. As shown in fig. 8, the roll angle of the vehicle at point a is smaller, but a larger roll angle acceleration will result in an increased roll angle of the vehicle, and the vehicle may still roll. In addition, the wheel off-ground time is also a factor to be considered in rollover evaluation, the AC line is parallel to the critical line, but the wheel off-ground time at the point C is obviously less than the point A, and the rolling dangerous state is higher than the point A. Therefore, in the critical line state of the mutually parallel state, different energy accumulators are selectively connected according to the preset adjusting parameters and the time for the wheels of the vehicle to leave the ground. For example, point a may be connected to the first and fourth energy storage units 131, 134 to provide a higher anti-roll stiffness, and point C is connected to the second and third energy storage units 132, 133 to provide an appropriate anti-roll stiffness. Preferably, the two points A and B have the same vehicle body roll angle, but the roll angle speed of the point B is higher, and the instability possibility is higher. The control unit 2 is therefore also able to select different energy accumulators depending on the magnitude of the roll angle angular velocity for the same body roll angle. For example, a vehicle in the B-state may have four accumulators connected at the same time. Fig. 1 is a schematic diagram showing a first embodiment of an anti-roll hydraulic interconnection system for a rail vehicle, and in order to reduce the use of solenoid valves and thus reduce costs, there may be a second embodiment shown in fig. 2 and a third embodiment shown in fig. 3.
Example 2
In order to verify the application effect of the anti-roll hydraulic interconnection system for the railway vehicle on the vehicle, the invention designs a simulation experiment of the roll working condition to study the dynamic response condition of the system, and performs comparison analysis with the vehicle provided with the conventional transverse stabilizer bar.
Table 1 main parameter table of anti-roll hydraulic interconnect system
Table 2 simulated vehicle symbol specification table
Preferably, the roll excitation is as shown in fig. 4;
the simulation results of the anti-roll moment generated by the vehicles HIS1, HIS2, HIS3, HIS4 and the vehicle provided with the stabilizer bar are shown in fig. 5.
It can be seen from fig. 5 that the anti-roll moment generated by the vehicle ARB is linear, the anti-roll moment generated by the vehicle HIS1, the vehicle HIS2 is non-linear and the anti-roll moment value is significantly higher than the stabilizer bar. When the roll angle is small, the anti-roll moment is small, so that the comfort is ensured; at large roll angles, the anti-roll moment is large, and the safety is ensured. The two accumulators opened by the vehicle HIS1 are small-sized and high-pressure accumulators, and the two accumulators carried by the vehicle HIS2 are small-sized and high-pressure accumulators, so that the anti-roll moment generated by the vehicle HIS1 is higher than that of the vehicle HIS2.
The four accumulators of the vehicle HIS3 are all connected to the oil passage and the fifth solenoid valve 35 is closed, at which time the volume of the accumulator is maximized, so that the anti-roll moment generated by the vehicle HIS3 is lower than the vehicle HIS1, the vehicle HIS2, and the vehicle ARB.
The vehicle HIS4 opens the fifth solenoid valve 35 to connect the first hydraulic branch and the second hydraulic branch together, and the oil pressures of the two branches are equal, so that no anti-roll moment can be generated.
The simulation results of the hydraulic actuator forces generated by the vehicles HIS1, HIS2, HIS3 and HIS4 are shown in fig. 6.
As can be seen from fig. 6, the hydraulic actuator generates a force of the magnitude: HIS1> HIS2> HIS3> HIS4. The energy accumulator connected to the vehicle HIS1 is an energy accumulator with small volume and large pressure, and the pressure difference of the two oil ways is the largest at the moment, so that the acting force of the generated hydraulic cylinder is the largest; the accumulator connected to the vehicle HIS2 is an accumulator with large volume and small pressure, the pressure difference of the two oil ways is smaller than the vehicle HIS1, and the acting force of the generated hydraulic cylinder is smaller than the vehicle HIS1. The accumulators of vehicle HIS3 are all connected to the hydraulic interconnected suspension system, where the accumulator volume is at a maximum, and therefore the hydraulic cylinder effort is less than that of vehicle HIS1 and vehicle HIS2. The vehicle HIS4 opens the fifth solenoid valve 35 to connect the first hydraulic branch P1 and the second hydraulic branch together, and the oil pressures of the two branches are equal, so that effective suspension actuation force cannot be generated.
The accumulator pressure simulation results for vehicle HIS1, HIS2, vehicle HIS3, and vehicle HIS4 are shown in fig. 7.
It should be noted that the above-described embodiments are exemplary, and that a person skilled in the art, in light of the present disclosure, may devise various solutions that fall within the scope of the present disclosure and fall within the scope of the present disclosure. It should be understood by those skilled in the art that the present description and drawings are illustrative and not limiting to the claims. The scope of the invention is defined by the claims and their equivalents.
Claims (6)
1. An anti-roll hydraulic interconnection mechanism of a railway vehicle, characterized by comprising a suspension mechanism (1) and a control unit (2) which are arranged on the vehicle, wherein the suspension mechanism (1) can selectively provide the vehicle with anti-roll rigidity with different magnitudes according to actual requirements under the control of the control unit (2),
the control unit (2) is used for studying and judging the running state of the vehicle by constructing a phase plane graph of the vehicle body roll angle and the vehicle body roll angle speed, so that the control unit (2) can selectively control the suspension mechanism (1) or the active suspension and the suspension mechanism (1) to regulate the running balance state of the vehicle in a combined driving mode according to the analysis result;
the suspension mechanism (1) comprises an actuator unit (11), a hydraulic pipeline (12) and an energy storage unit (13), wherein the control unit (2) enables the suspension mechanism (1) to provide different anti-roll rigidities in a manner of controlling the energy storage unit (13) to be connected into the hydraulic pipeline (12);
the hydraulic pipeline (12) at least comprises a first hydraulic branch (121) and a second hydraulic branch (122) which are respectively communicated with different liquid cavities of the two actuator units (11), and at least two energy storage units (13) which can provide different anti-roll rigidities are respectively arranged on the first hydraulic branch (121) and the second hydraulic branch (122); the first hydraulic branch (121) and the second hydraulic branch (122) can enable the vehicle to keep a smooth running state in a mode of simultaneously accessing the energy storage unit (13);
the roll stability of the vehicle takes a critical line of a stable domain as an active suspension intervention criterion of the hydraulic interconnection suspension, so that the roll state of the vehicle is controlled within a stable region in time, and different suspension intervention switching coefficients are set, so that when the vehicle is in different running states, the suspension intervention switching coefficients obtained by calculation and analysis of the control unit (2) are compared with the switching boundary coefficients to selectively control intervention of different suspension mechanisms;
setting the switching boundary to be within a critical line, thereby determining an active control intervention criterion as:
wherein: c 1 For intervening switching coefficients, 0 < c 1 Less than 1, critical value theta of roll angle of vehicle body in stable region th Critical value theta 'of roll angle speed of vehicle body' th And the vehicle roll stability region threshold line is preset input.
2. The hydraulic interconnection of an anti-roll of a railway vehicle according to claim 1, wherein a third hydraulic branch (123) is also provided in communication between the first hydraulic branch (121) and the second hydraulic branch (122).
3. The hydraulic interconnection of anti-roll rail vehicle according to claim 2, characterized in that, in the disconnected state of the third hydraulic branch (123) and in a cornering situation of the vehicle, the first hydraulic branch (121) and the second hydraulic branch (122) follow the directional flow of oil in the actuator unit (11) to change the hydraulic pressure of the internal chambers of their circuits, so that the suspension mechanism (1) creates an anti-roll moment and reduces the roll angle of the vehicle body in such a way that a pressure difference is created between the first hydraulic branch (121) and the second hydraulic branch (122).
4. A hydraulic interconnection mechanism for anti-roll of a railway vehicle as claimed in claim 1, characterized in that between the hydraulic circuit (12) and the energy storage unit (13) there is also provided a solenoid valve module (3) controlled by the control unit (2) so that the control unit (2) varies the anti-roll stiffness provided by the suspension mechanism (1) by selectively adjusting the opening and closing of the solenoid valve modules (3) corresponding to the different energy storage units (13).
5. The hydraulic interconnection of an anti-roll rail vehicle of claim 4, wherein the hydraulic line (12) taps into the first (131) and fourth (134) energy storage units to provide a large anti-roll stiffness in case the vehicle is at a large steering angle or at a high rate of roll.
6. The hydraulic interconnection of an anti-roll rail vehicle of claim 5, wherein the hydraulic line (12) taps into the second (132) and third (133) accumulator units to provide a small anti-roll stiffness when the vehicle is at a small steering angle or low-speed roll.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210814113.XA CN114987569B (en) | 2021-06-08 | 2021-08-18 | Rail vehicle anti-roll studying and judging method and hydraulic interconnection mechanism |
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2021106409178 | 2021-06-08 | ||
| CN202110640917 | 2021-06-08 | ||
| CN202210814113.XA CN114987569B (en) | 2021-06-08 | 2021-08-18 | Rail vehicle anti-roll studying and judging method and hydraulic interconnection mechanism |
| CN202110953192.8A CN113460107B (en) | 2021-06-08 | 2021-08-18 | Anti-roll hydraulic interconnection system for railway vehicle |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110953192.8A Division CN113460107B (en) | 2021-06-08 | 2021-08-18 | Anti-roll hydraulic interconnection system for railway vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114987569A CN114987569A (en) | 2022-09-02 |
| CN114987569B true CN114987569B (en) | 2023-08-08 |
Family
ID=77866810
Family Applications (3)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110953192.8A Active CN113460107B (en) | 2021-06-08 | 2021-08-18 | Anti-roll hydraulic interconnection system for railway vehicle |
| CN202210814113.XA Active CN114987569B (en) | 2021-06-08 | 2021-08-18 | Rail vehicle anti-roll studying and judging method and hydraulic interconnection mechanism |
| CN202210814114.4A Active CN115092195B (en) | 2021-06-08 | 2021-08-18 | Semi-active anti-roll hydraulic interconnection system and adjusting method thereof |
Family Applications Before (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110953192.8A Active CN113460107B (en) | 2021-06-08 | 2021-08-18 | Anti-roll hydraulic interconnection system for railway vehicle |
Family Applications After (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210814114.4A Active CN115092195B (en) | 2021-06-08 | 2021-08-18 | Semi-active anti-roll hydraulic interconnection system and adjusting method thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (3) | CN113460107B (en) |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2065286A1 (en) * | 2007-11-28 | 2009-06-03 | Liebherr-Aerospace Lindenberg GmbH | Railway vehicle and method for coupling of bogies of a railway vehicle |
| CN104999881A (en) * | 2015-07-07 | 2015-10-28 | 湖南大学 | Two-manner switchable active control suspension |
| CN206277915U (en) * | 2016-10-31 | 2017-06-27 | 郑州宇通客车股份有限公司 | Hydraulic interlock unit and suspension system, the vehicle using the unit |
| CN109774399A (en) * | 2019-01-15 | 2019-05-21 | 南昌大学 | A kind of hydraulic interconnection suspension semi-active control method of road surface excited frequency range identification |
| CN112413028A (en) * | 2019-08-22 | 2021-02-26 | 陈刚 | Multi-pole variable-rigidity liquid-gas support shock absorber and vehicle adopting same |
| CN112660112A (en) * | 2020-11-16 | 2021-04-16 | 北京理工大学 | Vehicle side-tipping state and side-tipping prediction method and system |
Family Cites Families (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3706180A1 (en) * | 1987-02-26 | 1988-09-08 | Messerschmitt Boelkow Blohm | CHASSIS FOR A RAIL VEHICLE |
| US7240906B2 (en) * | 2002-12-04 | 2007-07-10 | Daimlerchrysler Corporation | Hydro-pneumatic suspension system |
| US7751959B2 (en) * | 2005-06-21 | 2010-07-06 | Tenneco Automotive Operating Company Inc. | Semi-active suspension system with anti-roll for a vehicle |
| CN100417537C (en) * | 2006-12-15 | 2008-09-10 | 张军 | Positive air suspension system for resisting side-tipping of automobile |
| CN104044429B (en) * | 2014-06-04 | 2017-01-25 | 江苏大学 | Hydraulic interconnection ISD (Inerter-Spring-Damper) hanger bracket |
| CN104373497B (en) * | 2014-10-17 | 2017-02-15 | 武汉理工大学 | Parallel-connection liquid-electricity feed suspension system |
| JP6595831B2 (en) * | 2015-07-27 | 2019-10-23 | Ｋｙｂ株式会社 | Suspension device and accumulator |
| CN105539061B (en) * | 2015-12-21 | 2018-04-13 | 中联重科股份有限公司 | The hydro-pneumatic suspension system of vehicle and there is its vehicle |
| DE102016200930B3 (en) * | 2016-01-22 | 2017-05-04 | Ford Global Technologies, Llc | Fallback mode for Active Roll Control systems |
| CN108437734B (en) * | 2018-03-23 | 2020-02-18 | 三一汽车起重机械有限公司 | Hydro-pneumatic suspension system and engineering machinery with same |
| CN109501545B (en) * | 2018-10-31 | 2021-06-22 | 江苏大学 | Air suspension, vehicle with air suspension and method for installing air suspension |
| CN112046532B (en) * | 2020-09-18 | 2021-11-12 | 中车青岛四方机车车辆股份有限公司 | Active tilting device, control method, bogie suspension system and railway vehicle |
| CN112896215B (en) * | 2021-02-04 | 2022-04-08 | 中车青岛四方车辆研究所有限公司 | Active tilting and swinging system for rail transit |
-
2021
- 2021-08-18 CN CN202110953192.8A patent/CN113460107B/en active Active
- 2021-08-18 CN CN202210814113.XA patent/CN114987569B/en active Active
- 2021-08-18 CN CN202210814114.4A patent/CN115092195B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2065286A1 (en) * | 2007-11-28 | 2009-06-03 | Liebherr-Aerospace Lindenberg GmbH | Railway vehicle and method for coupling of bogies of a railway vehicle |
| CN104999881A (en) * | 2015-07-07 | 2015-10-28 | 湖南大学 | Two-manner switchable active control suspension |
| CN206277915U (en) * | 2016-10-31 | 2017-06-27 | 郑州宇通客车股份有限公司 | Hydraulic interlock unit and suspension system, the vehicle using the unit |
| CN109774399A (en) * | 2019-01-15 | 2019-05-21 | 南昌大学 | A kind of hydraulic interconnection suspension semi-active control method of road surface excited frequency range identification |
| CN112413028A (en) * | 2019-08-22 | 2021-02-26 | 陈刚 | Multi-pole variable-rigidity liquid-gas support shock absorber and vehicle adopting same |
| CN112660112A (en) * | 2020-11-16 | 2021-04-16 | 北京理工大学 | Vehicle side-tipping state and side-tipping prediction method and system |
Also Published As
| Publication number | Publication date |
|---|---|
| CN115092195A (en) | 2022-09-23 |
| CN114987569A (en) | 2022-09-02 |
| CN113460107A (en) | 2021-10-01 |
| CN113460107B (en) | 2022-06-24 |
| CN115092195B (en) | 2024-02-13 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6519517B1 (en) | Active ride control for a vehicle suspension system | |
| EP1429930B1 (en) | Vehicle suspension system | |
| US7637516B2 (en) | Vehicular suspension system | |
| EP0592536B1 (en) | Vehicle suspension system | |
| EP0599882B1 (en) | Vehicle suspension system | |
| US8672337B2 (en) | Multi-point hydraulic suspension system for a land vehicle | |
| US6217047B1 (en) | Passive vehicular suspension system including a roll control mechanism | |
| US7954826B2 (en) | Damper actuated active roll control | |
| US5915701A (en) | Vehicle suspension system | |
| WO1991004877A1 (en) | Interconnected fluid suspension for vehicles | |
| EP1989072A1 (en) | Hydraulic system for a vehicle suspension | |
| CN106427455A (en) | Vehicle suspension and vehicle | |
| JPH06247126A (en) | System for closed and/or open loop control of car chassis | |
| CN113276614B (en) | Multifunctional combined type active hydraulic interconnection suspension system | |
| CN114987569B (en) | Rail vehicle anti-roll studying and judging method and hydraulic interconnection mechanism | |
| CN212124779U (en) | Passenger car suspension system | |
| EP1189774B1 (en) | Active ride control for a vehicle suspension system | |
| CN106379131A (en) | Vehicle suspension and vehicle | |
| US7658393B2 (en) | Complementary suspension device | |
| WO2024087053A1 (en) | Suspension system and vehicle | |
| JPH02128910A (en) | Control device for automobile active suspension | |
| AU648045B2 (en) | Interconnected fluid suspension for vehicles | |
| Yang et al. | Feedforward compensation control based on steering angle for vehicle roll stability | |
| AU2002331459A1 (en) | Vehicle suspension system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |