CN117869514A

CN117869514A - Vibration reduction system for railway vehicle and control method

Info

Publication number: CN117869514A
Application number: CN202410205601.XA
Authority: CN
Inventors: 张农; 刘明星; 郑敏毅; 钟伟民
Original assignee: CHANGZHOU WAN'AN AUTOMOBILE PARTS TECHNOLOGY CO LTD
Current assignee: CHANGZHOU WAN'AN AUTOMOBILE PARTS TECHNOLOGY CO LTD
Priority date: 2023-12-01
Filing date: 2024-02-23
Publication date: 2024-04-12

Abstract

A vibration damping system for a rail vehicle includes a first hydraulic assembly, a second hydraulic assembly, and a reversing valve. The reversing valve is in communication with the working chambers of the first hydraulic assembly and the second hydraulic assembly. In the case of a vibration damping system operating in a passive mode or in a semi-active mode, the reversing valve changes the succession of working chambers of the first and second hydraulic components in such a way that the working position of the valve spool is switched, so that at least three working configurations of the vibration damping system are formed. The reversing valve can realize rapid switching of the vibration reduction system among at least three working configurations, so that the line applicability of the railway vehicle is obviously improved, the applicability of the railway vehicle to different running environments in different running states is enhanced, and the stability, running stability and derailment safety of the railway vehicle are improved.

Description

Vibration reduction system for railway vehicle and control method

Technical Field

The invention relates to the technical field of vehicle vibration reduction, in particular to a vibration reduction system and a vibration reduction control method for a railway vehicle, and belongs to the key technical field of railway vehicle suspension systems.

Background

The suspension system is one of key systems in the vibration reduction technology of the railway vehicle, and the performance of the suspension system not only can influence the dynamic performance of the railway vehicle, but also can influence the operation and maintenance period and cost of the vehicle, the track, the bridge and the like. On the one hand, with the continuous progress of the railway vehicle technology, the operation speed of various railway vehicles is obviously improved from a freight locomotive, to an inter-city commuter subway or a light rail, to a passenger car or a high-speed train. On the other hand, as the economic globalization process is accelerated, the operation proportion of rail vehicles across countries, regions and lines is gradually increased. The factors above all put forward higher requirements on the vibration reduction technology of the railway vehicle, and the original vibration reduction performance of the suspension system has limitations, so that the diversified vibration reduction requirements of the railway vehicle can not be met.

Firstly, the current vibration reduction system for the railway vehicle is mostly based on rigidity and damping components, such as steel springs, torsion bars, air springs, rubber bushings, oil pressure dampers and the like, and the key defects of the components are that the rigidity and the damping characteristics of the components cannot be regulated or are not easy to regulate. Secondly, the existing rigidity and damping components have single functions and mutually independent functions, so that the cooperative control of the coupling vibration among multiple rigid bodies of the vehicle cannot be realized; in addition, since the effective working areas of the two sides of the piston of the conventional shock absorber are different, in order to improve the symmetry of extension-compression and avoid adverse phenomena such as negative pressure and oil emulsification, the design of the valve system of the shock absorber has to be complicated. And the damping valve system of the active oil pressure shock absorber is internally provided with the piston, so that the difficulty in production and manufacturing is increased, the performance adjustment and later operation and maintenance are inconvenient, and the damping is not easy to quickly adjust when the railway vehicle is operated in different lines or at different speeds. Finally, the passive hydraulic shock absorber tension and compression damping cannot be independently adjusted, which cannot meet different requirements of the railway vehicle for tension and compression damping under special operating conditions.

The patent with publication number CN212775306U discloses a single-cycle external adjustable anti-meandering shock absorber for a high-speed motor train unit; patent publication number CN215171779U discloses a single-cycle anti-hunting shock absorber and a rail vehicle; the publication CN215370744U discloses a dual cycle anti-hunting shock absorber and a rail vehicle.

Obviously, the three damper designs described above take into account the significant advantages of the valve train outboard damping adjustment scheme. However, some valves of the three types of shock absorbers are still located inside the shock absorbers, so that later stage is complicated in the aspect of regulating the damping characteristics of the shock absorbers. On the one hand, the need to redesign the machined rodless cavity base valve assembly to dispose the adjustable valve spool and the need to additionally dispose a through oil line within the cavity would increase the design and manufacturing costs of the shock absorber. On the other hand, the three types of shock absorbers can only work as a single shock absorber and have a single function.

Chinese journal paper data published literature "applicability analysis of connected transverse shock absorbers on metro vehicles" (journal: chinese mechanical engineering; authors: zhu Chen, chi Maoru, etc.); CN111361593a discloses a multifunctional transverse vibration damper for subways; and CN216659896U publication proposes a novel multifunctional shock absorber, mainly comprising a first shock absorber and a second shock absorber which are arranged in oblique symmetry; the hydraulic oil ways of the first shock absorber and the second shock absorber are communicated through pipelines, and damping valve blocks are arranged on the communicated pipelines; the first shock absorber and the second shock absorber comprise an oil storage cylinder, a compression cavity and a stretching cavity which are sequentially connected through oil ways.

Although the multifunctional transverse vibration damper for the subway can play a role of adding an anti-meandering vibration damper to the traditional transverse vibration damper, thereby improving comfort and running stability. However, on the one hand, the device can only be applied to a secondary suspension system between a railway vehicle body and a bogie, has limited application range, and has a mounting arrangement mode which is greatly different from that of a traditional transverse shock absorber and is difficult to arrange; on the other hand, the vibration damper is a passive system, the performance of the vibration damper cannot be adjusted in real time according to the running state of the vehicle, and the vibration damper works independently.

Furthermore, there are differences in one aspect due to understanding to those skilled in the art; on the other hand, since the applicant has studied a lot of documents and patents while making the present invention, the text is not limited to details and contents of all but it is by no means the present invention does not have these prior art features, but the present invention has all the prior art features, and the applicant remains in the background art to which the right of the related prior art is added.

Disclosure of Invention

In the prior art, because the anti-nod vibration damper and the anti-side rolling vibration damper are independent devices respectively, the damping and rigidity characteristics of the anti-nod vibration damper are not easy to change and cannot be integrated in the same set of vibration damper system, so that the processing and the installation of the two sets of vibration dampers are complex, and the anti-nod vibration damper cannot be universally used for the multistage suspension system of a railway vehicle and the vibration damper requirements of different parts of the railway vehicle.

In the prior art, the technical proposal of realizing suspension control of different parts by a hydraulic system adjusting mode has appeared. For example, patent document with publication number CN107471949a discloses a height-adjustable empty-full-load self-adaptive automobile hydro-pneumatic suspension, which comprises a frame, a middle bridge, a rear bridge, eight double-cylinder hydro-pneumatic spring cylinders, a hydraulic system, a high-pressure accumulator, a left low-pressure accumulator, a right low-pressure accumulator, an ECU, a pressure sensor and a displacement sensor, wherein the middle bridge is a driving bridge, the rear bridge is a non-driving bridge, two double-cylinder hydro-pneumatic spring cylinders are symmetrically distributed on the left and right sides of the middle bridge and the rear bridge respectively, the two double-cylinder hydro-pneumatic spring cylinders are symmetrically arranged along the front and rear directions, the double-cylinder hydro-pneumatic spring cylinders are arranged along the vertical direction, and the high-pressure cylinder of the double-cylinder hydro-pneumatic spring cylinders is positioned at the upper end; the lower end of the double-cylinder hydro-pneumatic spring cylinder is connected to the trailing arm beam, and the upper end of the double-cylinder hydro-pneumatic spring cylinder is connected to the frame; according to the technical scheme, the vertical mechanical relation among the middle axle, the rear axle and the frame is determined through eight hydro-pneumatic spring cylinders, and the impact from the ground to the tire is buffered or damped. However, in the technical scheme, although the height of the vehicle is adjusted by utilizing the double-cylinder hydro-pneumatic spring cylinder, different hydraulic components still belong to a relatively independent control process, and the interactive adjustment and control of the liquid path cannot be realized. Further, the independent hydraulic control systems are also limited to control the vibration damping requirements of the vehicles in the partial areas, and once the hydraulic control systems are covered on the railway vehicles with larger running spans, the vibration damping control method of the hydraulic system in the prior art cannot realize the cooperative vibration damping control process of the railway vehicles on different running areas.

In response to the deficiencies of the prior art, the present invention provides a vibration reduction system for a rail vehicle including a first hydraulic assembly, a second hydraulic assembly, and a reversing valve. The reversing valve is in communication with the working chambers of the first hydraulic assembly and the second hydraulic assembly. In the case of a vibration damping system operating in a passive mode or in a semi-active mode, the reversing valve changes the succession of working chambers of the first and second hydraulic components in such a way that the working position of the valve spool is switched, so that at least three working configurations of the vibration damping system are formed. The prior art has developed solutions for implementing hydro-pneumatic suspension control according to different modes of operation of the vibration damping system. For example, patent document publication No. CN206344652U discloses a hydro-pneumatic suspension system capable of realizing active and semi-active switching control, in which a controller is connected to a vehicle body posture signal device and a vehicle running signal device, respectively, to control a motor, an electromagnetic directional valve, and an energy storage switch, respectively; one end of the motor driven oil pump is connected with the filter and then is connected with the oil tank, the other end of the motor driven oil pump is connected with the one-way valve and then is connected with an A interface of the electromagnetic directional valve, an overflow valve is connected between the one-way valve and the oil pump, the overflow valve is connected between the filter and the oil tank, and a branch circuit between the overflow valve and the filter is connected with a B interface of the electromagnetic directional valve; one end of the energy storage switch is connected between the P interface of the electromagnetic reversing valve and the hydraulic cylinder, and the other end of the energy storage switch is connected with the energy storage device. According to the technical scheme, the active oil gas suspension and the semi-active oil gas suspension are integrated in a set of system, the advantages of the active suspension and the semi-active suspension are combined, the main vibration mode at a certain moment is judged through the action of the controller, and then the corresponding active or semi-active control mode is switched and selected, so that the optimal vibration reduction effect is achieved at each moment. However, the control mode of the hydraulic assembly in the technical scheme is also limited to be adjusted between independent oil tanks through the switching control assembly, and can not be switched to different working configurations according to different working modes of the vibration reduction system so as to adapt to different driving road conditions. Further, the technical scheme does not relate to a working chamber switching control mode of the vibration reduction system in a passive working mode, and the working configuration cannot be adjusted under the suspension system without functional force. Compared with the prior art, the invention can form different working configurations of the vibration damping system by switching the working positions of the valve core through the reversing valve under different modes of the vibration damping system. Based on the above distinguishing technical features, the problems to be solved by the present invention may include: how to set the working mode and the working configuration of the vibration reduction system used in the suspension system of the railway vehicle according to the running state of the vehicle, so that the vibration reduction system works according to the corresponding working mode and the corresponding working configuration, and the applicability of the vibration reduction system in different running states is improved. Specifically, the reversing valve can realize rapid switching of the vibration reduction system among at least three working configurations, so that the line applicability of the railway vehicle is remarkably improved, the applicability of the railway vehicle to different running environments in different running states is enhanced, and the stability of the railway vehicle in hunting, running stability and derailment safety are improved.

According to a preferred embodiment, the operating configuration of the vibration damping system comprises a damper configuration, a parallel configuration or a cross configuration. In contrast to the prior art described above, the operating configuration of the vibration damping system of the present invention includes a damper configuration, a parallel configuration, or a cross configuration. Based on the above distinguishing technical features, the problems to be solved by the present invention may include: how to improve the vibration damping performance of a railway vehicle by adjusting the working configuration of the vibration damping system. Specifically, when the vibration reduction system is in a vibration reduction configuration, the vertical vibration between the vehicle body and the bogie can be reduced, and the stability of the vehicle is ensured; when the vibration reduction system plays a role in vibration reduction in a parallel configuration, the anti-nodding moment of couple for restraining nodding movement of the vehicle body can be provided, so that the stability of the vehicle is obviously improved; when the vibration reduction system plays a role in vibration reduction in a crossed configuration, the vibration reduction system can provide an anti-rolling moment for inhibiting rolling motion of a vehicle body, so that stability and derailment safety of the vehicle are obviously improved. The invention can make the vibration damping system work in different working configurations, and the installation angle of the first hydraulic component and the second hydraulic component in the vibration damping system can not influence the vibration damping performance of the vibration damping system due to the flexible switching mode. Compared with the prior anti-meandering shock absorber, the hydraulic vibration absorber has the advantages that the downward arrangement of the oil inlet and the oil outlet on the compression valve seat is ensured, the first hydraulic component and the second hydraulic component of the shock absorber system capable of switching the working configuration allow smaller installation angles, and the critical speed of the railway vehicle is further improved.

According to a preferred embodiment, the reversing valve switches the damping system to the damper configuration in such a way that the working chamber between the first hydraulic assembly and the second hydraulic assembly is disconnected, such that the first hydraulic assembly and the second hydraulic assembly operate independently. Compared with the prior art, the reversing valve of the invention can adjust the vibration damping system to the configuration of the vibration damper. Based on the above distinguishing technical features, the problems to be solved by the present invention may include: how to reduce the vertical vibration between the car body and the bogie during the running of the railway car. In particular, the damping system of the present invention enables the first hydraulic assembly and the second hydraulic assembly to operate independently in a rail vehicle such that when the rail vehicle is faced with a situation in which a portion of the components require an increased damping force, the damping force adjustment of the individual hydraulic assemblies is achieved by adjusting the damping system to the damper configuration, enabling the rail vehicle in which the damping system of the present invention is installed to operate in different vehicle conditions.

According to a preferred embodiment, the reversing valve switches the damping system to the parallel configuration in such a way that the working chambers between the first and the second hydraulic assembly are in parallel communication, such that fluid in the working chambers of the first hydraulic assembly and fluid in the working chambers of the second hydraulic assembly merge, or fluid in the working chambers of the first hydraulic assembly enters the working chambers of the second hydraulic assembly, or fluid in the working chambers of the second hydraulic assembly enters the working chambers of the first hydraulic assembly. Compared with the prior art, the reversing valve can adjust the vibration reduction system to a parallel configuration. Based on the above distinguishing technical features, the problems to be solved by the present invention may include: how to restrain the nodding movement of the car body during the running process of the railway car. Specifically, the first hydraulic component and the second hydraulic component are communicated in parallel, so that fluid in the first hydraulic component and the second hydraulic component can be stored in a mode of converting kinetic energy of the fluid into potential energy under the action of the energy accumulator, or the fluid in the first hydraulic component and the second hydraulic component can be exchanged into a working chamber of the other side, a railway vehicle provided with the vibration reduction system can integrate damping force among components, and pressure is relieved in a mode that the fluid is circulated to the working chamber of the other hydraulic component when the hydraulic pressure in one hydraulic component is overlarge.

According to a preferred embodiment, the reversing valve switches the damping system to a crossover configuration in such a way that the working chambers between the first and second hydraulic assemblies are in crossover communication, such that the first and second hydraulic assemblies operate independently, or fluid in the working chambers of the first hydraulic assembly and fluid in the working chambers of the second hydraulic assembly converge. Compared with the prior art, the reversing valve provided by the invention can adjust the vibration reduction system to a cross configuration. Based on the above distinguishing technical features, the problems to be solved by the present invention may include: how to restrain rolling movement of a car body during running of a railway car. Specifically, the first hydraulic assembly and the second hydraulic assembly are communicated in a crossing manner, so that damping forces of the first hydraulic assembly and the second hydraulic assembly can be independently regulated and controlled when the first hydraulic assembly and the second hydraulic assembly are synchronously damped. When the first hydraulic component and the second hydraulic component asynchronously damp, fluid of the first hydraulic component and the second hydraulic component can be converged, and energy storage is realized in a mode of converting fluid kinetic energy into potential energy under the action of the energy accumulator, so that the damping system works according to a corresponding working mode and a corresponding working configuration, the vehicle stability of the railway vehicle under different road conditions and different running states is enhanced, and the derailment risk of the railway vehicle is effectively reduced. In the present invention, synchronization means that the first hydraulic assembly and the second hydraulic assembly are identical in time and in motion. Asynchronous means that there is no consistency in time and motion of the first and second hydraulic assemblies.

According to a preferred embodiment, the amount of movement, the direction of movement, or the opposite of the pistons of the first and second hydraulic assemblies is the same with the vibration damping system in a parallel or cross configuration to convert the vibration mechanical energy of the vibration damping system into thermal energy dissipation. According to the invention, the working modes of the working chambers of the first hydraulic component and the second hydraulic component are changed, so that the working configuration of the vibration damping system is changed, the stability of the hunting movement, the curve passing performance and the running stability of a railway vehicle provided with the system can be further improved, the operation and maintenance period and the cost of the railway vehicle and a railway line can be obviously reduced, and the line applicability of the railway vehicle can be obviously improved by controllable and changeable working modes and working configurations.

According to a preferred embodiment, the system further comprises a sensor for sensing the operational status of the first hydraulic assembly and the second hydraulic assembly and a controller for controlling the reversing valve. The controller calculates the running state of the rail vehicle according to the data acquired by the sensor and the control instruction sent by the previous period, and controls the reversing valve to switch the working position of the valve core based on the running state of the rail vehicle, so that the vibration reduction system works in different working configurations. The sensors may be mounted to the first hydraulic assembly, the second hydraulic assembly, and the interior of the rail vehicle. The sensor transmits the acquired quantity to the controller, the controller finishes data processing on the acquired quantity according to a set algorithm, then sends control signals to the damping valve, the first hydraulic component, the second hydraulic component and the reversing valve, and finally the first hydraulic component and the second hydraulic component immediately act and generate ideal acting force.

According to a preferred embodiment, the system further comprises a damping valve train assembly for controlling damping characteristics of the vibration reduction system. A plurality of damper valve train assemblies are in communication with the first hydraulic assembly and the second hydraulic assembly. The controller controls the vibration damping system to operate in either a passive mode or a semi-active mode in a manner that varies the flow area of fluid in the first hydraulic assembly and/or the second hydraulic assembly through the damping valve train assembly. Compared with the prior art, the damping system of the invention can adjust different working modes of the damping valve system assembly with damping characteristics. Based on the above distinguishing technical features, the problems to be solved by the present invention may include: how to control the mode of operation of the vibration damping system. Specifically, the vibration reduction system has the characteristics of controllable damping and controllable rigidity, can obviously improve the vibration transmission relation between the wheel pair and the bogie, between the bogie and the vehicle body, and between the adjacent or similar vehicle body and the vehicle body, and improves the dynamic performance of the vehicle.

Another aspect of the invention also relates to a vibration damping control method for a rail vehicle, the method comprising: communicating the reversing valve with the working chambers of the first hydraulic assembly and the second hydraulic assembly; in the case of a vibration damping system operating in a passive mode or in a semi-active mode, the reversing valve changes the succession of working chambers of the first and second hydraulic components in such a way that the working position of the valve spool is switched, so that at least three working configurations of the vibration damping system are formed. The invention controls the vibration damping system to work in different working modes (passive mode and semi-active mode) and different working configurations (vibration damper configuration, parallel configuration and cross configuration) according to the running state of the vehicle. The vibration reduction system can replace original vibration reduction components in the suspension system of the railway vehicle and can be arranged between wheel pairs and the bogie, between the bogie and the vehicle body, and adjacent or similar joints between the vehicle bodies.

According to a preferred embodiment, the amount of movement, the direction of movement, or the opposite of the pistons of the first and second hydraulic assemblies is the same with the vibration damping system in a parallel or cross configuration to convert the vibration mechanical energy of the vibration damping system into thermal energy dissipation. The invention adopts the first hydraulic component and the second hydraulic component as the output executor of damping force, thereby fundamentally solving the problem of poor symmetry of tensile force and compressive force caused by the area difference of the piston and the piston rod of the passive oil pressure shock absorber.

Drawings

FIG. 1 is a simplified schematic diagram of a vibration damping system of a preferred embodiment provided by the present invention;

FIG. 2 is a schematic illustration of a damping system according to a preferred embodiment of the present invention operating in a passive mode using a damping valve train assembly;

FIG. 3 is a schematic diagram of a damping system according to a preferred embodiment of the present invention operating in a semi-active mode using a damping valve train assembly;

FIG. 4 is a schematic illustration of a reversing valve configuration for effecting a switching of operating configurations in a vibration damping system in accordance with a preferred embodiment of the present invention;

FIG. 5 is a flow chart of a method of damping control according to a preferred embodiment of the present invention;

FIG. 6 is a schematic illustration of the structure of a vibration damping system of a preferred embodiment provided by the present invention in a vibration damper configuration;

FIG. 7 is a schematic view of the damping system of a preferred embodiment of the present invention in a parallel configuration;

FIG. 8 is a schematic illustration of the structure of a vibration reduction system of a preferred embodiment provided by the present invention in a crossed configuration;

FIG. 9 is a simplified schematic illustration of a vibration reduction system of a preferred embodiment of the present invention mounted between a wheel set and a truck;

FIG. 10 is a simplified schematic structural illustration of another preferred embodiment vibration reduction system provided by the present invention mounted between a wheel set and a truck;

FIG. 11 is a simplified schematic illustration of the vibration reduction system of a preferred embodiment of the present invention installed between a truck and a vehicle body;

FIG. 12 is a simplified schematic illustration of a vibration reduction system according to another preferred embodiment of the present invention mounted between a truck and a vehicle body;

FIG. 13 is a simplified schematic view of a vibration reduction system according to a preferred embodiment of the present invention mounted between a vehicle body and a vehicle body.

List of reference numerals

100: a first hydraulic assembly; 101: a first compression chamber; 102: a first stretching chamber; 103: a first cavity; 104: a first piston rod; 105: a first piston; 106: a first oil seal; 107: the first guide seat; 108: a first dust cap; 109: a first bushing; 110: a first lifting lug; 121: a first external compression damping valve; 122: the first external stretching damping valve; 131: a first compression oil pipe; 132: a first stretched oil pipe; 200: a second hydraulic assembly; 201: a second compression chamber; 202: a second stretching chamber; 203: a second cavity; 204: a second piston rod; 205: a second piston; 206: a second oil seal; 207: the second guide seat; 208: a second dust cover; 209: a second bushing; 210: the second lifting lug; 221: a second external compression damping valve; 222: a second external tension damping valve; 231: a second compression oil pipe; 232: the second stretching oil pipe; 321: a first external damping valve; 322: a second external damping valve; 331: a first oil pipe; 332: a second oil pipe; 341: a first accumulator; 342: a second accumulator; 350: a reversing valve; 351: a first oil port; 352: a second oil port; 353: a third oil port; 354: a fourth oil port; 355: a fifth oil port; 356: a sixth oil port; 361: a sensor; 362: a controller; 400: a damping valve train assembly; 401: a first check valve; 402: a second check valve; 403: a normally open damping member; 404: a controllable damping member.

Detailed Description

The following detailed description refers to the accompanying drawings.

Example 1

The damping solutions in the prior art are mainly applied to anti-roll devices for rail vehicles and can only provide damping forces and/or stiffness forces for roll motions and/or heave motions of the vehicle body. The rolling motion, the nodding motion and the floating and sinking motion of the vehicle body cannot be controlled, and the structure and the function are single. CN112550337a discloses a single-axle bogie with anti-nodding and anti-rolling functions and a railway vehicle with the same, which combines the anti-nodding group with the anti-rolling group, so that the whole combination has both nodding-resisting function and anti-rolling function, the occupied space of the bottom of the railway vehicle is reduced, the installation is simple and convenient, the manpower can be saved, the installation efficiency is improved, the processing and the assembly are convenient, and the cost is reduced. However, the damping and rigidity characteristics of the vertical shock absorber, the transverse shock absorber and the anti-nod side rolling component arranged between the bogie frame and the mounting seat are not easy to change. In addition, the anti-nod and anti-rolling are two independent vibration reduction devices, and cannot be integrated into one vibration reduction system, so that the processing, the manufacturing and the installation are complicated, the universality of the vibration reduction device is poor, and the vibration reduction requirements of the multistage suspension system of the railway vehicle on all parts of the vehicle cannot be met.

The present invention provides a reversing valve 350, as shown in fig. 4, comprising a number of ports for changing the operating configuration of the vibration reduction system. The ports switch the damping system to a damper configuration, a parallel configuration, or a crossover configuration in a manner that alters the communication structure of the first and second hydraulic assemblies 100, 200. Preferably, the reversing valve 350 changes the operating configuration of the damping system in a manner that is variable in the on-state. Preferably, the reversing valve 350 can be a three-position six-way electrically controlled reversing valve 350. That is, the reversing valve 350 can have at least three working positions and six ports. As shown in fig. 4, the reversing valve 350 includes a first oil port 351, a second oil port 352, a third oil port 353, a fourth oil port 354, a fifth oil port 355, and a sixth oil port 356. Preferably, the reversing valve 350 includes, but is not limited to, mechanical, electrical, hydraulic, and pneumatic. As shown in fig. 4, the reversing valve 350 is mainly composed of a spool and a valve body, and has 3 working positions. The spool of the reversing valve 350 can move left and right under the action of external forces such as mechanical force, hydraulic force, aerodynamic force or electromagnetic force in the valve body. Taking the example of fig. 4, the left, middle and right bits are shown. The left and right positions each include a first oil port 351, a second oil port 352, a third oil port 353, a fourth oil port 354, a fifth oil port 355, and a sixth oil port 356 as shown in the middle position. The initial operating position of the damper system is determined at the beginning of the design of the reversing valve 350, depending on the particular damper location of the railway vehicle to which the damper system is to be applied. The failure operating position of the reversing valve 350 is determined at the beginning of its design, based on the "design objective of the original damping system of the rail vehicle". When the reversing valve 350 is in a normal operation or failure condition, it is rapidly switched to the target operating position according to the control command. The 3 operating positions shown in fig. 4 and the design of the internal oil circuit thereof can be adjusted according to the specific vibration damping position of the vibration damping system application, such as the middle position and the left position or the right position in fig. 4.

The reversing valve 350 can realize rapid switching of the vibration reduction system among at least three working configurations, so that the line applicability of the railway vehicle is obviously improved, the applicability of the railway vehicle to different running environments in different running states is enhanced, and the stability of the railway vehicle in hunting, running stability and derailment safety are improved.

More specifically, in the present invention, the direction valve 350 is a 3-position 6-way electrically controlled direction valve, and the direction valve spool is rapidly switched to the target operating position according to the control command by the electromagnetic force. As shown in fig. 4, the target operating positions include: right, middle and left.

When the reversing valve 350 is operated in the left position, which corresponds to the damping system being switched to the parallel configuration, the following is specific: at this time, the first stretching chamber 102 of the first hydraulic assembly 100 and the second stretching chamber 202 of the second hydraulic assembly 200 are communicated with the hydraulic oil flow passage between the first oil port 351 and the fifth oil port 355 through the reversing valve, and the third oil port 353 is connected with the second oil pipe 332; the first compression chamber 101 of the first hydraulic assembly 100 and the second compression chamber 201 of the second hydraulic assembly 200 are communicated with a hydraulic oil flow passage between a second oil port 352 and a sixth oil port 356 of the reversing valve, and a fourth oil port 354 is connected with the first oil pipe 331.

When the reversing valve 350 is operated in the neutral position, it corresponds to the damping system switching to the crossover configuration, as follows: at this time, the first stretching chamber 102 of the first hydraulic assembly 100 and the second compression chamber 201 of the second hydraulic assembly 200 are communicated with the hydraulic oil flow passage between the first oil port 351 and the sixth oil port 356 of the reversing valve, and the third oil port 353 is connected with the second oil pipe 332; the first compression chamber 101 of the first hydraulic assembly 100 and the second tension chamber 202 of the second hydraulic assembly 200 are communicated with a hydraulic oil flow passage between a second oil port 352 and a fifth oil port 355 of the reversing valve, and a fourth oil port 354 is connected with the first oil pipe 331.

When the reversing valve 350 is operated in the right position, which corresponds to the damper system switching to the damper configuration, the following is specific: at this time, the first stretching chamber 102 of the first hydraulic assembly 100 is communicated with the first compression chamber 101 of the first hydraulic assembly 100 through a hydraulic oil flow passage between the first oil port 351 and the second oil port 352 of the reversing valve, and the third oil port 353 is connected with the second oil pipe 332; the second stretching chamber 202 of the second hydraulic assembly 200 is communicated with the hydraulic oil flow passage between the second compression chamber 201 of the second hydraulic assembly 200 and the sixth hydraulic oil port 356 through the fifth hydraulic oil port 355 of the reversing valve, and the fourth hydraulic oil port 354 is connected with the first oil pipe 331.

Preferably, the system further comprises a sensor 361 and a controller 362. Data between the sensor 361 and the controller 362 is transmitted through respective input and output ports. Data between the sensor 361 and the controller 362 is transmitted by wired or wireless means. The sensors 361 may collect and transmit oil working pressure, temperature and flow, piston movement displacement of the first and second hydraulic assemblies 100, 200. The sensor 361 can collect and transmit state quantities such as relative displacement, angular velocity, acceleration, vehicle speed and the like among the wheel set, the frame and the vehicle body. The sensor 361 may collect and transmit line subgrade utility information. Preferably, the sensor 361 includes a sensing module for sensing the operating conditions of the first and second hydraulic assemblies 100, 200. The sensor 361 can also be a wheel set, a bogie and a vehicle body motion sensing module. The sensor 361 can also include a subgrade facility and a positioning system sensing module. Controller 362 includes control modules of first and second hydraulic assemblies 100 and 200, a bogie control module, and a vehicle control module. The control modules can communicate with each other and cooperatively send out control signals.

Preferably, in response to a command from controller 362 to directional valve 350, directional valve 350 changes the manner in which the working chambers of first hydraulic assembly 100 and second hydraulic assembly 200 are connected, thereby operating the damping system in a different configuration. Preferably, the reversing valve 350 changes the working chamber succession of the first and second hydraulic assemblies 100, 200 in such a way as to change the conduction state of the several ports. Preferably, the reversing valve 350 changes the conduction state of the oil ports in a manner of switching the working position of the valve spool.

Preferably, controller 362 calculates the current vehicle operating conditions based on data collected from sensors 361 used in the vibration reduction system and the control commands sent during the previous time period. Preferably, controller 362 sets the operating mode and operating configuration of the rail vehicle suspension system in which the vibration reduction system is used based on the vehicle operating conditions such that the vibration reduction system operates in the corresponding operating mode and operating configuration.

The vehicle operating conditions include, but are not limited to, acceleration, uniform speed and deceleration, straight traveling, curved traveling, meeting, passing a bridge, tunneling, and switching. The operating modes of the vibration damping system include a passive mode and a semi-active mode, and the operating configurations include a damper configuration, a parallel configuration and a cross configuration.

The invention controls the vibration damping system to work in different working modes (passive mode and semi-active mode) and different working configurations (vibration damper configuration, parallel configuration and cross configuration) according to the running state of the vehicle. As shown in fig. 6 to 8. The vibration reduction system can replace original vibration reduction components in the suspension system of the railway vehicle and can be arranged between wheel pairs and the bogie, between the bogie and the vehicle body, and adjacent or similar joints between the vehicle bodies. The sensor 361 may be mounted to the first hydraulic assembly 100, the second hydraulic assembly 200, and the interior of the rail vehicle. Controller 362 may include control modules and vehicle control modules for first and second hydraulic assemblies 100 and 200. The sensor 361 of the present invention transmits the collected amount to the controller 362, and the controller 362 processes the collected amount according to a predetermined algorithm, and then transmits control signals to the damping valve, the first hydraulic assembly 100, the second hydraulic assembly 200, and the directional valve 350, and finally the first hydraulic assembly 100 and the second hydraulic assembly 200 are operated in real time and generate ideal actuating force. The invention not only can further improve the stability of the hunting movement, the curve passing performance and the running stability of the railway vehicle provided with the system, but also can obviously reduce the operation and maintenance period and the cost of the railway vehicle and the railway line, and the controllable and variable working mode and working configuration can obviously improve the line applicability of the railway vehicle.

Example 2

This embodiment may be a further improvement and/or addition to the above embodiment, and the repeated description is omitted.

The operation of the reversing valve 350 will be described in detail.

Operation mode one: passive mode

First, as shown in fig. 6: shock absorber configuration

According to the damping control method shown in fig. 5, the damping system uses the directional valve 350 shown in fig. 4 to completely disconnect the first hydraulic module 100 from the second hydraulic module 200. At this point the damping system switches to the damper configuration.

As shown in fig. 6, taking the operation of the first hydraulic assembly 100 on the left side of the vibration damping system as an example, it is mainly explained that: when there is relative movement at the junction of the two end bushings of the first hydraulic assembly 100, the first piston 105 moves therewith. When the first piston 105 is in the compression stroke, the first piston rod 104 is retracted in a direction approaching the first cavity 103, and the hydraulic oil of the first compression chamber 101 flows under pressure through the first external compression damping valve 121 of the structure shown in fig. 2 communicating therewith, since it is hardly compressible. Hydraulic oil then flows into or out of the first accumulator 341 through the first external damping valve 321 of the configuration shown in fig. 2 and finally flows into the first tension chamber 102 through the first external tension damping valve 122 of the configuration shown in fig. 2. According to the orifice throttling principle, hydraulic oil flows through the orifice as shown in fig. 1: after the first external compression damping valve 121, the first external damping valve 321 and the first external tension damping valve 122, the left first hydraulic assembly 100 generates damping force, thereby inhibiting the relative movement between the connection parts of the bushings at the two ends, and converting the vibration mechanical energy into heat energy for dissipation.

The second hydraulic assembly 200 on the right side of the vibration damping system operates in the same manner as the left side and will not be described again here.

Second, as shown in fig. 7: parallel configuration

According to the vibration damping control method as shown in fig. 5, the vibration damping system uses the directional valve 350 as shown in fig. 4 to communicate the piston working chambers between the first hydraulic module 100 and the second hydraulic module 200 in parallel. The damping system is now switched to the parallel configuration. As shown in fig. 7, taking the case that the bushing connection of one end of the first hydraulic assembly 100 and the second hydraulic assembly 200 on the left and right sides of the vibration damping system is fixed and the other connection is movable, as an example, it is mainly explained that:

if the movement directions of the pistons of the first hydraulic unit 100 and the second hydraulic unit 200 on the left and right sides are the same, the movement amounts are the same. Taking the first hydraulic assembly 100 as an example, the first piston rod 104 is retracted in a direction approaching the first cavity 103 when the first piston 105 is in the compression stroke. The hydraulic oil of the first compression chamber 101 flows under pressure through the first external compression damping valve 121 of the structure shown in fig. 2, which is in communication therewith, since it is almost incompressible. Subsequently, the hydraulic oil flows into the first accumulator 341 through the first external damping valve 321 constructed as shown in fig. 2. Conversely, the hydraulic oil in the oil chamber of the second accumulator 342 rapidly supplements the hydraulic oil into the tension chamber through the second external damping valve 322 and the first external tension damping valve 122 constructed as shown in fig. 2 under the reaction force of the other side not the oil chamber. According to the orifice throttling principle, hydraulic oil flows through the orifice as shown in fig. 1: after the first external compression damping valve 121 and the first external damping valve 321, the left and right first hydraulic assemblies 100 and 200 generate damping forces, so that relative movement between the connection parts of the bushings at the two ends is restrained, and vibration mechanical energy is converted into heat energy to be dissipated.

When the first piston 105 is in the extension stroke, the working principle of the vibration damping system is the same as that when the first piston 105 is in the compression stroke, and will not be described herein.

If the movement directions of the pistons of the first hydraulic unit 100 and the second hydraulic unit 200 on the left and right sides are opposite, the movement amounts are the same. When the first piston 105 is in the compression stroke and the second piston 205 is in the extension stroke, the first piston rod 104 is retracted in a direction approaching the first cavity 103, and the second piston rod 204 is extended in a direction away from the second cavity 203. The hydraulic oil of the first compression chamber 101 flows under pressure through the first external compression damping valve 121 of the structure shown in fig. 2, which is in communication therewith, since it is almost incompressible. Subsequently, the hydraulic oil flows through the second external compression damping valve 221 of the structure shown in fig. 2 into the second compression chamber 201. The hydraulic oil of the second stretching chamber 202 flows under pressure through the second external stretching damping valve 222 of the structure shown in fig. 2, which is communicated therewith, because it is hardly compressible. The hydraulic fluid then flows through the first external tension damping valve 122, which is configured as shown in fig. 2, and into the second tension chamber 202. According to the orifice throttling principle, after hydraulic oil flows through the first external compression damping valve 121, the second external compression damping valve 221, the first external tension damping valve 122 and the second external tension damping valve 222 as shown in fig. 1, damping forces are generated by the left and right first hydraulic assemblies 100 and the second hydraulic assemblies 200, so that relative movement between the connection parts of the two end bushings is suppressed, and vibration mechanical energy is converted into heat energy to be dissipated.

When the first piston 105 is in the extension stroke and the second piston 205 is in the compression stroke, the working principle of the vibration damping system is the same as that when the first piston 105 is in the compression stroke and the second piston 205 is in the extension stroke, and will not be described herein.

Third, as shown in fig. 8: cross configuration

According to the damping control method shown in fig. 5, the damping system uses the directional valve 350 shown in fig. 4 to cross-communicate the piston working chambers between the first hydraulic assembly 100 and the second hydraulic assembly 200. At which point the damping system switches to the crossover configuration. As shown in fig. 8, taking the example that the bushing joints at one end of the first hydraulic module 100 and the second hydraulic module 200 at the left and right sides of the vibration damping system are fixed and the bushing joints at the other end are movable, it is mainly explained that:

if the movement directions of the pistons of the first hydraulic unit 100 and the second hydraulic unit 200 on the left and right sides are the same, the movement amounts are the same. Taking the first hydraulic assembly 100 as an example, the first piston rod 104 is retracted in a direction approaching the first cavity 103 when the first piston 105 is in the compression stroke. The hydraulic oil of the first compression chamber 101 flows through the first external compression damping valve 121 constructed as shown in fig. 2 under pressure because it is almost incompressible. Hydraulic oil then flows into the first tensioning chamber 102 through the first external tension damping valve 122 of the configuration shown in fig. 2. According to the orifice throttling principle, after hydraulic oil flows through the first external compression damping valve 121 and the first external tension damping valve 122 shown in fig. 1, the first hydraulic assembly 100 generates damping force, thereby inhibiting the relative movement between the connection parts of the bushings at the two ends, and converting vibration mechanical energy into heat energy for dissipation.

If the movement directions of the pistons of the first hydraulic unit 100 and the second hydraulic unit 200 on the left and right sides are opposite, the movement amounts are the same. When the first piston 105 is in the compression stroke and the second piston 205 is in the extension stroke, the second piston rod 204 is retracted in a direction approaching the first cavity 103, and the second piston rod 204 is extended in a direction away from the second cavity 203. The hydraulic oil of the first compression chamber 101 flows under pressure through the first external compression damping valve 121 of the structure shown in fig. 2, which is in communication therewith, since it is almost incompressible. Subsequently, the hydraulic oil flows through the first external damping valve 321 of the structure shown in fig. 2 into the first accumulator 341. The hydraulic oil of the second stretching chamber 202 flows under pressure through the second external stretching damping valve 222 of the structure shown in fig. 2, which is communicated therewith, because it is hardly compressible. Subsequently, the hydraulic oil flows through the first external damping valve 321 of the structure shown in fig. 2 into the first accumulator 341. According to the orifice throttling principle, after hydraulic oil flows through the first external compression damping valve 121, the second external tension damping valve 222 and the first external damping valve 321 as shown in fig. 1, damping forces are generated by the left and right first hydraulic assemblies 100 and the second hydraulic assemblies 200, so that relative movement between the connecting parts of the bushings at the two ends is restrained, and vibration mechanical energy is converted into heat energy to be dissipated.

When the vibration reduction system works in the passive mode, the vibration reduction system comprises: damper configuration, parallel configuration, and crossover configuration. The three configurations are achieved by the reversing valve 350 operating in the right, left and neutral positions, respectively.

The vibration damping system and the configuration switching advantage thereof according to the present invention will be described by taking an example in which the vibration damping system is disposed between the vehicle body and the bogie. At this time, the vibration damping system is intended to replace the vertical vibration damper and anti-roll torsion bar used in the original vehicle.

When the vibration reduction system is in the vibration reduction configuration, the vertical vibration between the vehicle body and the bogie can be reduced, and the stability of the vehicle is ensured. In addition, as the first energy accumulator 341 and the second energy accumulator 342 can provide variable rigidity, a single-side nonlinear anti-roll moment is provided when the vehicle body moves in a small-angle roll mode relative to a line, the vehicle body roll is restrained, and the vehicle stability is improved. Meanwhile, vehicle body shaking caused by overlarge rigidity of the traditional anti-rolling torsion bar is avoided, and vehicle stability is further improved.

When the rail vehicle runs under running working conditions such as high-speed meeting, tunnel entering and exiting, cross wind excitation disturbance and the like, and the vehicle body moves sideways at a large angle relative to the line, the vibration damping system controller 362 sends a switching control instruction to the reversing valve 350 to switch to a crossed configuration. At the moment, the vibration reduction system plays a role in vibration reduction in a cross configuration, provides an anti-rolling moment for inhibiting rolling motion of a vehicle body, and remarkably improves stability and derailment safety of the vehicle.

When the vehicle body runs to the ascending section, the descending section or the rail joint of the line, the vibration damping system controller 362 sends a switching control instruction to the reversing valve 350 to switch to the parallel configuration when the vehicle body has a large-amplitude nodding motion relative to the bogie or the line. At the moment, the vibration reduction system plays a vibration reduction role in a parallel configuration, provides an anti-nodding moment for inhibiting the nodding movement of the vehicle body, and remarkably improves the stability of the vehicle.

When the vibration damping system is arranged at other positions of the railway vehicle, the configuration switching mode of the vibration damping system is similar to or the same as that of the vibration damping system, and is not repeated herein. When the vibration reduction system is in the semi-active mode, the arrangement position, the working configuration switching mode and the advantages of the vibration reduction system in the corresponding configuration in the railway vehicle suspension system are basically the same as those in the passive mode, and will not be described in detail.

And a second working mode: semi-active mode

According to the vibration damping control method as shown in fig. 5, when the vibration damping system is in the semi-active mode, the operation principle is substantially the same as that in the passive mode. Hereinafter, the working difference of the vibration damping system in the passive mode will be mainly described, and the same parts will not be described again.

First, as shown in fig. 6: shock absorber configuration

According to the orifice throttling principle, hydraulic oil flows through the first external compression damping valve 121, the second external damping valve 322 and the first external tension damping valve 122. The first external compression damping valve 121, the second external damping valve 322, and the first external tension damping valve 122 are all damper valve train assemblies 400 as shown in fig. 3. The damping valve train assembly 400 includes a controllable damper 404 having controllable damping characteristics. The damping valve train assembly 400 may provide a controllable damping action as oil flows through the valve train. The controllable damper 404 varies the flow area according to the damping control method as shown in fig. 5. Eventually, the first hydraulic assembly 100 on the left generates a controllable damping force that dampens the relative movement between the two bushing joints, converting vibratory mechanical energy into thermal energy for dissipation.

Second, as shown in fig. 7: parallel configuration

If the movement directions of the pistons of the first hydraulic unit 100 and the second hydraulic unit 200 on the left and right sides are the same, the movement amounts are the same. Taking the first hydraulic assembly 100 as an example, when the first piston 105 is in the compression stroke, hydraulic oil flows through the first external compression damping valve 121, the second external compression damping valve 221, and the first external damping valve 321 according to the orifice throttling principle. The first external compression damping valve 121, the second external compression damping valve 221 and the first external damping valve 321 are all damping valve system assemblies 400 shown in fig. 3, and include a controllable damping member 404 with controllable damping characteristics. Therefore, when oil flows through the valve system, the damping valve can generate controllable damping effect. The controllable damper 404 varies the flow area according to the vibration damping control method as described in fig. 5. Eventually, the first hydraulic assembly 100 generates a controllable damping force that dampens the relative movement between the two bushing joints, converting the vibratory mechanical energy into thermal energy for dissipation.

If the movement directions of the pistons of the first hydraulic unit 100 and the second hydraulic unit 200 on the left and right sides are opposite, the movement amounts are the same. When the first piston 105 is in the compression stroke and the second piston 205 is in the extension stroke, hydraulic oil flows through the first external compression damping valve 121, the second external compression damping valve 221, the first external extension damping valve 122 and the second external extension damping valve 222 according to the orifice throttling principle. The first external compression damping valve 121, the second external compression damping valve 221, the first external tension damping valve 122 and the second external tension damping valve 222 are all damping valve train assemblies 400 shown in fig. 3, which include controllable damping members 404 with controllable damping characteristics. Therefore, when oil flows through the valve system, the damping valve can generate controllable damping effect. The controllable damper 404 varies the flow area according to the damping control method as shown in fig. 5. Finally, the left and right side first and second hydraulic assemblies 100 and 200 generate controllable damping forces to dampen the relative motion between the two end bushing joints, converting vibratory mechanical energy into thermal energy for dissipation.

Third, as shown in fig. 8: cross configuration

If the movement directions of the pistons of the first hydraulic unit 100 and the second hydraulic unit 200 on the left and right sides are the same, the movement amounts are the same. Taking the first hydraulic assembly 100 as an example, when the first piston 105 is in the compression stroke, hydraulic oil flows through the first external compression damping valve 121 and the first external tension damping valve 122 according to the orifice throttling principle. The first external compression damping valve 121 and the first external tension damping valve 122 are each a damping valve train assembly 400 as shown in fig. 3, which includes a controllable damping member 404 having controllable damping characteristics. Therefore, when oil flows through the valve system, the damping valve can generate controllable damping effect. The controllable damper 404 varies the flow area according to the damping control method as shown in fig. 5. Eventually, the first hydraulic assembly 100 generates a controllable damping force, thereby inhibiting relative movement between the two bushing joints, converting vibratory mechanical energy into thermal energy for dissipation.

If the movement directions of the pistons of the first hydraulic unit 100 and the second hydraulic unit 200 on the left and right sides are opposite, the movement amounts are the same. When the first piston 105 is in the compression stroke and the second piston 205 is in the extension stroke, hydraulic oil flows through the first external compression damping valve 121, the second external tension damping valve 222 and the first external damping valve 321 according to the orifice throttling principle. The first external compression damping valve 121, the second external tension damping valve 222 and the first external damping valve 321 are all damping valve system assemblies 400 shown in fig. 3, and include a controllable damping member 404 with controllable damping characteristics. Therefore, when oil flows through the valve system, the damping valve can generate controllable damping effect. The controllable damper 404 varies the flow area according to the damping control method as shown in fig. 5. Eventually, the left and right side first and second hydraulic assemblies 100 and 200 generate damping forces, thereby inhibiting relative movement between the two end bushing joints, converting vibratory mechanical energy into thermal energy for dissipation.

Example 3

In the present invention, the first external compression damping valve 121, the second external compression damping valve 221, the first external tension damping valve 122, the second external tension damping valve 222, the first external damping valve 321 and the second external damping valve 322 are all damper valve system assemblies 400, and the structures thereof are the same or similar. The first external damping valve 321 communicates with the reversing valve 350 through a first oil pipe 331, and the second external damping valve 322 communicates with the reversing valve 350 through a second oil pipe 332.

As shown in fig. 2, the damping valve train assembly 400 of the present invention includes a first check valve 401, a second check valve 402, and a normally open damping member 403. The first check valve 401, the second check valve 402, and the normally open damper 403 are respectively provided in parallel. Preferably, the direction of conduction of the first check valve 401 and the second check valve 402 are opposite. As shown in fig. 2, the fluid can flow from top to bottom. Preferably, the first check valve 401 and the second check valve 402 are commonly connected to a certain chamber in which fluid is stored. In the present invention, the fluid can be hydraulic oil and the chamber can be a chamber of the first hydraulic assembly 100 and/or the second hydraulic assembly 200. The damping valve train assembly 400 of the present invention is capable of providing the basic damping force required for a vibration damping system. The second check valve 402 is positioned in a manner that allows fluid to flow to the reversing valve 350 to avoid excessive increases in damping force provided by the damping valve train assembly 400. Preferably, in the event that the pressure differential across normally-open damper 403 reaches the on-pressure of second check valve 402, second check valve 402 switches from the closed state to the on-state to unload damping valve train assembly 400 such that the damping force of the vibration reduction system is relatively stable. The above-described relative stability means that the damping force provided by the damping valve train assembly 400 remains stable, i.e., the damping force delta decreases and fluctuates over a defined range. In the present invention, the relative stability is not the damping force is unchanged, but the increment is made to be the same.

The principles of operation of the damping valve train assembly 400 are described in detail below.

As shown in fig. 2, when fluid from a chamber flows under pressure to the damping valve train assembly 400, the fluid flows from top to bottom in fig. 2. Fluid can only flow through normally open damper 403 and/or second check valve 402. In the case where the fluid flow rate is small, that is, the fluid pressure is small, the pressure across the normally-open damper 403 does not reach the conduction pressure of the second check valve 402, and the fluid flows only from the normally-open damper 403. In accordance with orifice throttling principles, normally open damping member 403 generates a base damping force to dampen fluid flow. In the case where the fluid flow rate is large, that is, the fluid pressure is large, the pressure at both ends of the normally-open damper 403 reaches the conduction pressure of the second check valve 402, and the fluid flows from the normally-open damper 403 and the second check valve 402. In accordance with orifice throttling principles, normally open damping member 403 and second check valve 402 create a base damping force to dampen fluid flow. In this case, even if the flow rate or pressure of the fluid increases again, the damping force provided by the damping valve train assembly 400 does not increase significantly, but remains relatively stable. The reason for this is that: because of the conductance of the second check valve 402, fluid is diverted to the second check valve 402, and the damper valve train assembly 400 enters an unloaded state, no significant change in damping force occurs.

The damping valve train assembly 400 of the present invention has a one-way throttling effect or a two-way throttling effect. Damping valve train assembly 400 includes, but is not limited to, mechanically, electrically, on-off, and non-adjustable damping characteristics. The damping valve train assembly 400 may be integrated with the body of the first hydraulic assembly 100 and/or the second hydraulic assembly 200, or may be built into a valve block and then connected to the first hydraulic assembly 100 and/or the second hydraulic assembly 200.

Example 4

As shown in FIG. 3, the present invention also provides a damping valve train assembly 400 for a railway vehicle damping system operating in a semi-active mode that includes a first check valve 401, a second check valve 402, a normally open damping member 403, and a controllable damping member 404. The controllable damper 404 changes the damping force provided by the damper valve train assembly 400 in a state-variable manner. The manner of adjustment of the controllable damper 404 includes, but is not limited to, mechanical adjustment, on-off adjustment, and electronic control adjustment. The number of controllable dampers 404 is not limited to one. Preferably, the number of controllable dampers 404 increase the damping force provided by the damping valve train assembly 400 in a manner that changes from conductive to conductive, or the number of controllable dampers 404 decrease the damping force provided by the damping valve train assembly 400 in a manner that changes from conductive to conductive.

The damping valve train assembly 400 of the present invention may be of various types and the damping characteristics of the damping valve may be selectively controllable or uncontrollable. The damping valve system assembly 400 is preferably externally arranged on the working cylinder of the hydraulic actuator, so that the disassembly, assembly and maintenance and damping characteristic teaching efficiency are improved, the heat dissipation of the valve system is enhanced, and the service life of the valve system is prolonged. Aiming at the special working condition requirement when the railway vehicle runs, the controllable damping piece 404 can receive the control signal sent by the controller 362, and the independent adjustment of the stretching damping force and the compression damping force of the hydraulic actuator is realized.

Preferably, the system further comprises a first accumulator 341 and a second accumulator 342. The first and second accumulators 341 and 342 may restrict the flow of fluid in a gas-charged manner. In the present invention, the first and second accumulators 341 and 342 can be spring-type or gas-filled. The pneumatic accumulator includes a diaphragm type and a piston type. The mounting manner of the first and second accumulators 341 and 342 may be divided into forward mounting and reverse mounting. The forward installation refers to the communication between the accumulator oil cavity and the oil pipe. The reverse installation refers to the communication between the accumulator air cavity or the spring cavity and the oil pipe. Preferably, the first and second accumulators 341 and 342 include, but are not limited to, mechanically, electrically, switch, and non-adjustable stiffness characteristics. Preferably, the accumulator may act as an oil reservoir and reservoir, and may also act as a stiffness component to provide a non-linear stiffness force to the vibration damping system.

The first accumulator 341 and the second accumulator 342 are selected to avoid direct mixing of hydraulic oil and gas, ensure stable output force of the piston of the hydraulic actuator under high-speed movement, and are different from the built-in air bag type shock absorber. The first accumulator 341 and the second accumulator 342 of the present invention can also serve as external air bags, and compared with a single-cycle shock absorber, the problems of foaming phenomenon, oil noise, idle stroke of damping force and discontinuity caused by oil-gas mixing are substantially eliminated. Compared with a passive dual-cycle shock absorber which uses an internal air bag, the external energy accumulator has the advantages of convenient adjustment of pre-charging pressure, easy maintenance and replacement, contribution to self heat dissipation due to contact with air and higher reliability.

Preferably, the damping system further comprises an overflow valve. The relief valve communicates with the compression and extension chambers of the first hydraulic assembly 100 and/or the second hydraulic assembly 200. Preferably, the relief valve includes, but is not limited to, mechanical, electrical, hydraulic, and pneumatic.

Example 5

Preferably, the first and second hydraulic assemblies 100, 200 can be dual piston rod hydraulic cylinders (i.e., hydraulic actuators). First hydraulic assembly 100 and second hydraulic assembly 200 include, but are not limited to, a single-cycle shock absorber, a dual-cycle shock absorber, a single-piston rod hydraulic cylinder, a dual-piston rod hydraulic cylinder. The first and second hydraulic assemblies 100, 200 of the present invention may be of various types and the pistons may be selectively valved or not. When the double-rod hydraulic cylinder is preferably used as a damping force output actuator, the problem of poor symmetry of tensile force and compression force caused by the poor area of the piston and the piston rod of the passive oil pressure shock absorber is fundamentally solved, and the asymmetry of the damping force is not aggravated due to the diameter change of the piston rod.

As shown in fig. 1, the first hydraulic assembly 100 preferably includes a first compression chamber 101, a first tension chamber 102, and a first piston 105. The first piston 105 partitions the first compression chamber 101 and the first tension chamber 102, and reciprocates between the first compression chamber 101 and the first tension chamber 102. The first piston 105 is provided with a first piston rod 104 penetrating the first compression chamber 101 and the first tension chamber 102. Preferably, the first hydraulic assembly 100 further comprises a first cavity 103. The first cavity 103 is adjacent to the first compression chamber 101 and the first piston rod 104 protrudes into the first cavity 103. The first compression chamber 101 communicates with a first external compression damping valve 121. The first external compression damping valve 121 communicates with the reversing valve 350 through the first compression oil pipe 131. The first stretch chamber 102 communicates with a first external stretch damping valve 122. The first external tension damping valve 122 communicates with the reversing valve 350 through the first tension oil line 132.

Preferably, the first compression chamber 101 and the first stretching chamber 102 are provided with a first guide seat 107 at the contact position with the first piston rod 104. An oil seal is also provided at the first guide seat 107. Preferably, two first guide seats 107 are respectively provided in the first compression chamber 101 and the first stretching chamber 102, and are in contact with the first piston rod 104. The first guide seat 107 is used for preventing the diameter or the gap or the posture of the reciprocating movement of the first piston rod 104 from changing, so that accidents such as diameter change and the like can not occur in long-time working of the first piston rod 104, and the asymmetry of the damping force is prevented from being aggravated. Preferably, two first oil seals 106 are respectively disposed at contact positions of the first compression chamber 101 and the first tension chamber 102 with the first piston rod 104.

The first oil seal 106 of the present invention is used to secure the oil in the first compression chamber 101 and the first tension chamber 102 from leaking, and to prevent external impurities from invading the first compression chamber 101 and the first tension chamber 102. Preferably, the side of the first cavity 103 remote from the first compression chamber 101 is provided with a first lifting lug 110. The first bushing 109 is mounted on the first lifting lug 110. The first piston rod 104 is provided with a first dust cap 108 on the side remote from the first cavity 103 for preventing dust from entering. Preferably, the first hydraulic assembly 100 and the first piston rod 104 are respectively secured to the rigid bodies at both ends by a first bushing 109 in a first lifting lug 110. Each chamber is connected by tubing or with the working chamber of the second hydraulic assembly 200.

The oil pipe used in the vibration damping system of the invention comprises, but is not limited to, a rubber hose and a metal hard pipe, and a vent check valve can be arranged in the pipeline for venting when the system is pressurized. The first bushing 109 of the present invention includes, but is not limited to, rubber bushings, magnetorheological bushings, internal oil passage type rubber bushings, and has a variable stiffness characteristic. The first bushing 109 of the present invention, which is connected at both ends of the first hydraulic assembly 100, has a variable stiffness, improving the stiffness characteristics of the vibration damping system. The first dust cap 108 of the present invention is used to prevent dust and dirt from entering the vibration reduction system, thereby extending the useful life of the vibration reduction system. Meanwhile, the first dust cover 108 also plays a role in protecting the first cavity 103, protecting the oil medium in the first dust cover from flowing out and protecting the vibration reduction system from being covered by dust.

Preferably, the second hydraulic assembly 200 includes a second compression chamber 201, a second tension chamber 202, a second cavity 203, a second piston rod 204, a second piston 205, a second oil seal 206, a second guide seat 207, a second dust cap 208, a second bushing 209, and a second lifting lug 210. The second compression chamber 201 communicates with a second external compression damping valve 221. The second external compression damping valve 221 communicates with the reversing valve 350 through a second compression oil pipe 231. The second stretch chamber 202 communicates with a second external stretch damping valve 222. The second external tension damping valve 222 communicates with the reversing valve 350 through the second tension oil line 232. The structure of the second hydraulic assembly 200 is the same as that of the first hydraulic assembly 100, and will not be described here.

The damping system of the invention can realize oil pressure Poil > 1bar and can also realize the initial output force F=0 of the hydraulic component. This will avoid the disadvantages of a minimum pressure in the compression chamber and the tension chamber of less than 1bar, even vacuum, loss of damping force, etc. The first hydraulic assembly 100 and the second hydraulic assembly 200 of the invention are simple and flexible to install, and the installation angle of the first hydraulic assembly 100 and the second hydraulic assembly 200 does not influence the vibration damping performance of the vibration damping system. The first and second hydraulic assemblies 100, 200 of the present invention allow for a smaller installation angle and further increase the critical speed of the rail vehicle than the manner in which the downward placement of the oil inlet and outlet ports on the compression valve seat must be ensured when the existing anti-hunting shock absorber is installed.

Example 6

This embodiment is a further improvement of the above embodiment, and the repeated contents are not repeated.

Examples 6 to 10 described below are each illustrative of a specific application of the vibration damping system for a railway vehicle according to the present invention to a railway vehicle. It will be apparent to those skilled in the art that the vibration reduction system used in all embodiments is essentially and functionally identical. Therefore, the repetition is not described in the following embodiments.

As shown in fig. 9, the vibration damping system of the present embodiment can be used to replace a vertical vibration damper in an original primary suspension system of a railway vehicle for controlling vertical relative movement between a wheel set and a bogie. The first hydraulic unit 100 and the second hydraulic unit 200 shown in fig. 9 may be vertically fixed to the bogie frame and the wheel set in the vehicle running direction, respectively, and may be reversely mounted. In this embodiment, the vibration damping system can also be switched to the damper configuration (shown in fig. 6), the parallel configuration (shown in fig. 7) and the cross configuration (shown in fig. 8) by means of the directional valve 350 shown in fig. 4 according to the vibration damping control method as described in fig. 5. When the damping system is operating in a passive mode, the damping valve used may be a damping valve train assembly 400 as shown in FIG. 2; when the damping system is operating in a semi-active mode, the damping valve used is a damping valve train assembly 400 as shown in fig. 3.

Compared with the damping and rigidity characteristic non-adjustable vertical shock absorber used in the primary suspension system of the vehicle, the shock absorber system of the embodiment has the characteristics of controllable damping and controllable rigidity, the contact relation of the wheel track and the vibration transmission relation between the wheel pair and the framework are obviously improved, and the dynamic performance of the vehicle is improved.

Example 7

As shown in fig. 10, the vibration damping system of the present embodiment can be used to replace or supplement the original wheel set positioning device of the railway vehicle for controlling the longitudinal relative movement between the wheel set and the bogie. When the vibration damping system of the present embodiment replaces the wheel set positioning apparatus, a variable damping force, a variable stiffness force can be provided according to the vibration damping control method as described in fig. 5; when the vibration damping system of the present embodiment is used as an additional vibration damping device for a wheel set positioning apparatus, additional variable damping force, variable stiffness force can be provided according to the vibration damping control method as described in fig. 5.

The first hydraulic unit 100 and the second hydraulic unit 200 shown in fig. 10 may be mounted in reverse by being longitudinally fixed to the bogie frame and the wheel set in the running direction of the vehicle, respectively. Compared with the wheel set positioning device with non-adjustable damping and rigidity characteristics, which is used by the primary suspension system of the vehicle, the vibration reduction system has the characteristics of controllable damping and controllable rigidity, so that the restraining capability of a framework on the movement of the wheel set is obviously improved, the contact relation of a wheel rail is improved, and the dynamic performance of the vehicle is improved.

Example 8

As shown in fig. 11, the vibration damping system of the embodiment can be used for replacing or partially replacing the vertical vibration damper and the anti-rolling torsion bar in the original secondary suspension of the railway vehicle. When the vibration reduction system of the embodiment replaces the vertical vibration reducer of the secondary original vehicle, variable damping force and variable rigidity force can be provided according to the vibration reduction control method as shown in fig. 5; when the vibration reduction system of the embodiment replaces the original anti-roll torsion bar of the vehicle, variable damping force and variable stiffness force can be provided according to the vibration reduction control method as shown in fig. 5; when the vibration damping system of the present embodiment replaces the original vehicle vertical damper and anti-roll torsion bar, a variable damping force, a variable stiffness force can be simultaneously provided according to the vibration damping control method as described in fig. 5.

The first hydraulic unit 100 and the second hydraulic unit 200 shown in fig. 11 may be vertically fixed to the vehicle body and the bogie frame in the vehicle running direction, respectively, and may be reversely installed. Compared with the vertical shock absorber with non-adjustable damping and stiffness characteristics used by the original secondary suspension system of the vehicle, the shock absorber system has the characteristics of controllable damping and controllable stiffness, so that the vibration transmission relation between the bogie frame and the vehicle body is obviously improved, and the dynamic performance of the vehicle is improved.

Example 9

As shown in fig. 12, the vibration damping system of the present embodiment may be used to replace or partially replace antihunting dampers in the original secondary suspension of a railway vehicle. When the vibration reduction system of the embodiment replaces the vertical vibration reducer of the secondary original vehicle, variable damping force and variable rigidity force can be provided according to the vibration reduction control method as shown in fig. 5; when the vibration damping system of this embodiment is used as an additional vibration damping device for an anti-hunting vibration damper in an original secondary suspension, additional variable damping force, variable stiffness force can be provided according to the vibration damping control method as described in fig. 5.

The first hydraulic unit 100 and the second hydraulic unit 200 shown in fig. 12 may be mounted in reverse by being longitudinally fixed to the bogie frame and the vehicle body in the vehicle running direction, respectively. Compared with the damping and rigidity characteristic non-adjustable anti-snake vibration damper used by the original vehicle secondary suspension system, the vibration damping system has the characteristics of controllable damping and controllable rigidity, so that the vibration transmission relation between the bogie frame and the vehicle body is obviously improved, and the vehicle dynamics performance is improved.

Example 10

As shown in fig. 13, the vibration reduction system of the present embodiment can be used to replace shop dampers between adjacent or nearby bodies of rail vehicles. When the vibration damping system of the present embodiment replaces the shop damper of the original vehicle, a variable damping force, a variable stiffness force can be provided according to the vibration damping control method as described in fig. 5. The first hydraulic unit 100 and the second hydraulic unit 200 shown in fig. 13 may be mounted in reverse by being longitudinally fixed to the vehicle body and the vehicle body in the vehicle running direction, respectively. Compared with the workshop shock absorber with non-adjustable damping and rigidity characteristics used by the original vehicle, the shock absorbing system has the characteristics of controllable damping and controllable rigidity, so that the vibration transmission relation between adjacent or similar vehicle bodies is obviously improved, and the vehicle dynamics performance is improved.

Throughout this document, the word "preferably" is used in a generic sense to mean only one alternative, and not to be construed as necessarily required, so that the applicant reserves the right to forego or delete the relevant preferred feature at any time.

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. The description of the invention includes various inventive concepts such as "preferably," "according to a preferred embodiment," or "optionally," all means that the corresponding paragraph discloses a separate concept, and the applicant reserves the right to issue a divisional application according to each inventive concept.

Claims

1. Damping system for a rail vehicle, characterized by comprising a first hydraulic assembly (100), a second hydraulic assembly (200) and a reversing valve (350), the reversing valve (350) being in communication with working chambers of the first hydraulic assembly (100) and the second hydraulic assembly (200), wherein,

in the case of the vibration reduction system operating in a passive or semi-active mode, the reversing valve (350) changes the succession of working chambers of the first hydraulic assembly (100) and the second hydraulic assembly (200) in such a way as to switch the working position of the spool, thereby forming at least three working configurations of the vibration reduction system.

2. The vibration reduction system for a rail vehicle of claim 1, wherein the operating configuration of the vibration reduction system comprises a damper configuration, a parallel configuration, or a cross configuration.

3. The vibration damping system for a rail vehicle according to claim 1 or 2, characterized in that the reversing valve (350) switches the vibration damping system to the vibration damper configuration in such a way that the working chamber between the first hydraulic assembly (100) and the second hydraulic assembly (200) is disconnected, such that the first hydraulic assembly (100) and the second hydraulic assembly (200) are operated independently.

4. A vibration damping system for a railway vehicle according to any one of claims 1-3, characterized in that the reversing valve (350) switches the vibration damping system to the parallel configuration in such a way that the working chambers between the first hydraulic assembly (100) and the second hydraulic assembly (200) are in parallel communication, so that the fluid in the working chambers of the first hydraulic assembly (100) and the fluid in the working chambers of the second hydraulic assembly (200) are brought together, or that

The fluid in the working chamber of the first hydraulic assembly (100) enters the working chamber of the second hydraulic assembly (200), or

Fluid in the working chamber of the second hydraulic assembly (200) enters the working chamber of the first hydraulic assembly (100).

5. The vibration damping system for a rail vehicle of any one of claims 1-4, characterized in that the reversing valve (350) switches the vibration damping system to the crossover configuration in such a way that the working chambers between the first hydraulic assembly (100) and the second hydraulic assembly (200) are in crossover communication, such that the first hydraulic assembly (100) and the second hydraulic assembly (200) are operated independently, or

Fluid in the working chamber of the first hydraulic assembly (100) and fluid in the working chamber of the second hydraulic assembly (200) are brought together.

6. The vibration-damping system for a rail vehicle according to any one of claims 1-5, characterized in that the amount of movement of the pistons of the first hydraulic assembly (100) and the second hydraulic assembly (200) is the same, the direction of movement is the same or opposite, with the vibration-damping system in the parallel configuration or the cross configuration, to convert the vibration mechanical energy of the vibration-damping system into thermal energy dissipation.

7. The vibration reduction system for a rail vehicle according to any one of claims 1 to 6, further comprising a sensor (361) for sensing the operation state of the first hydraulic assembly (100) and the second hydraulic assembly (200) and a controller (362) for controlling the reversing valve (350), wherein,

the controller (362) calculates the running state of the rail vehicle according to the data acquired by the sensor (361) and the control instruction sent by the previous period, and controls the reversing valve (350) to switch the valve core working position based on the running state of the rail vehicle, so that the vibration reduction system works in different working configurations.

8. The vibration damping system for a rail vehicle of any one of claims 1-7, further comprising a damper valve train assembly (400) for controlling damping characteristics of the vibration damping system, a number of the damper valve train assemblies (400) being in communication with the first hydraulic assembly (100) and the second hydraulic assembly (200), wherein,

The controller (362) controls the vibration reduction system to operate in either the passive mode or the semi-active mode in a manner that varies the flow area of fluid in the first hydraulic assembly (100) and/or the second hydraulic assembly (200) through the damping valve train assembly (400).

9. A vibration damping control method for a railway vehicle, the method comprising:

communicating the reversing valve (350) with the working chambers of the first (100) and second (200) hydraulic assemblies;

in the case of a vibration damping system operating in a passive mode or in a semi-active mode, the reversing valve (350) changes the succession of working chambers of the first hydraulic assembly (100) and of the second hydraulic assembly (200) in such a way as to switch the working position of the spool, so that at least three working configurations of the vibration damping system are formed.

10. The vibration damping control method for a railway vehicle according to claim 9, characterized in that the method further comprises:

the amount of movement, the direction of movement, or the opposition of the pistons of the first and second hydraulic assemblies (100, 200) are the same with the vibration reduction system in either a parallel or cross configuration to convert the vibration mechanical energy of the vibration reduction system into thermal energy dissipation.