WO2023206468A1 - 一种提高轨道车辆曲线行驶速度的方法及小幅倾摆系统 - Google Patents

一种提高轨道车辆曲线行驶速度的方法及小幅倾摆系统 Download PDF

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Publication number
WO2023206468A1
WO2023206468A1 PCT/CN2022/090556 CN2022090556W WO2023206468A1 WO 2023206468 A1 WO2023206468 A1 WO 2023206468A1 CN 2022090556 W CN2022090556 W CN 2022090556W WO 2023206468 A1 WO2023206468 A1 WO 2023206468A1
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WIPO (PCT)
Prior art keywords
rail vehicle
curve
valve
liquid chamber
connecting rod
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Ceased
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PCT/CN2022/090556
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English (en)
French (fr)
Inventor
周军
陈灿辉
罗燕
李伟
尹翔
王里达
王小虎
程海涛
刘文松
林胜
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Zhuzhou Times New Material Technology Co Ltd
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Zhuzhou Times New Material Technology Co Ltd
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Application filed by Zhuzhou Times New Material Technology Co Ltd filed Critical Zhuzhou Times New Material Technology Co Ltd
Priority to EP22939315.2A priority Critical patent/EP4516620A4/en
Priority to US18/565,520 priority patent/US20240270291A1/en
Priority to PCT/CN2022/090556 priority patent/WO2023206468A1/zh
Publication of WO2023206468A1 publication Critical patent/WO2023206468A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode

Definitions

  • the invention relates to the technical field of rail vehicles, and in particular to a method for increasing the curve running speed of a rail vehicle and a small tilting system.
  • Tilting trains can be divided into two types: natural tilting type and forced tilting type according to the different tilt modes of the car body.
  • the natural pendulum is also called a passive pendulum.
  • the car body is supported by a roller device and a high-position air spring. When the train passes through a curve, centrifugal force is generated, causing the car body to rotate around its center of swing. Without external power, the car body naturally moves Incline towards the inside of the curve.
  • the inclination angle of the passive swing car body can reach 3° to 5°, which can increase the curve running speed of conventional trains by 10% to 20%.
  • the passive pendulum type has the problems of complex structure, high cost, and is not suitable for retrofitting existing rail vehicles.
  • Forced pendulum is also called active pendulum, which uses curve monitoring device, on-board computer control device and tilt transmission device to tilt. Forced tilting can be further divided into large tilting and small tilting: the tilting angle of large tilting can reach up to 10°, which increases the running speed of conventional train curves by 30% to 35%. Its structure is complex, high cost, and is not suitable for Retrofitting of existing rail vehicles.
  • the function of the anti-roll torsion bar is to prevent the rail vehicle from rolling due to curves, strong winds and bumps to ensure driving safety.
  • the anti-roll torsion bar will prevent the car body from tilting. Therefore, it is necessary to improve the connecting rod of the anti-roll torsion bar system to adapt to the active tilting of the car body: when a rail vehicle When driving on a straight line or a line with a large curvature radius, the anti-roll torsion bar is required to provide a two-way anti-roll moment to prevent the car body from rolling left and right.
  • the anti-roll torsion bar When a rail vehicle travels on a line with a small curvature radius, the anti-roll torsion bar is required to cooperate with the air spring system to make the vehicle body tilt toward the inside of the curve; it can also provide a unidirectional anti-roll moment to prevent the vehicle body from moving toward the outside of the curve. Side roll.
  • the technical problem to be solved by the present invention is to use the existing air spring system of the rail vehicle and the improved anti-roll torsion bar to realize the small tilt and one-way anti-roll function of the rail vehicle, so as to improve the performance of the rail vehicle on curves. traveling speed.
  • the vehicle body 8 is supported on the bogie seat 4 through the air spring 5.
  • the torsion bar 11 is arranged on the bogie base 4 in the transverse direction of the vehicle body 8 .
  • a connecting rod 15 inclined toward the inside of the vehicle body 8 is arranged at both ends of the torsion bar 11 via the levers 13 , 13 . This can constrain the swing of both ends of the vehicle body, but does not constrain the movement of the upper and lower parts at the same time.
  • the application number is "94104993.4”
  • the application date is "1994.03.30”
  • the publication number is "ES2101377T3”
  • the publication date is "1997.07.01”
  • the name is "railway vehicle anti-balancing device”
  • the applicant is "WAGGONFABRIK TALBOT GMBH&CO” ” patent, which describes a method of combining traditional mechanical vibration supports on rail vehicles with active lateral tilt control.
  • connection (10) is provided, which connection (10) is longitudinally adjustable by means of a controllable drive element (11) having a support (8),
  • the support is placed pivotably in the body shell of the vehicle or transversely on a movable frame and is supported on a movable mechanism (1, 1) located in a box (4) of the truck. Sustain unnecessary lateral tilt on the sides.
  • the carriage (4) is actively tilted onto the movable frame (1), which can be used to improve the centrifugal deflection on the curve. shift.
  • the combination according to the invention is suitable for the additional equipment of passenger carriages of conventional railways in the sense of increasing comfort and/or shortening travel times.
  • This patent has a complex structure and high cost, and is not suitable for retrofitting existing rail vehicles.
  • the application number is "JP21044292", the application date is “1992.08.06”, the publication number is “JPH0656034A”, the publication date is “1994.03.01”, the name is “Rolling Stock Tilt Device”, and the applicant is "NIPPON SHARYO” SEIZO KK’s invention patent discloses a vehicle body tilting device for rolling stock in which the operating speed is increased by large displacements from ultra-high equilibrium speeds and further by maintaining safe eccentricity.
  • Composition For example, when driving on a curve, by lowering the left lever 47L, raising the right lever 47R, and driving the hydraulic actuator 35R, the vehicle body 1 tilts to the left.
  • This patent has a complex structure and high cost, and is not suitable for retrofitting existing rail vehicles.
  • the technical problem to be solved by the present invention is to provide a method and a small tilting system for increasing the curve traveling speed of a rail vehicle in view of the defects existing in the prior art.
  • the technical solution adopted by the present invention is: a method for improving the curve running speed of a rail vehicle: when the rail vehicle is running on a curve, the control assembly controls the lifting and lowering of the air springs on both sides of the rail vehicle to realize the A small tilt is formed toward the inside of the curve, and the lateral component of gravity after the small tilt of the rail vehicle is used to balance part of the centrifugal force, reducing the influence of centrifugal force, thereby increasing the curve speed of the rail vehicle; at the same time, the adjustable torsion bar system is controlled so as not to hinder the rail vehicle's direction.
  • the rail vehicle On the premise of a small tilt on the inside of the curve, a unidirectional anti-rolling moment is provided to prevent the rail vehicle from rolling toward the outside of the curve to ensure the safety of the rail vehicle traveling on the curve.
  • the rail vehicle has small tilt and unidirectional anti-roll functions.
  • the rail vehicle body On the basis of the existing rail vehicle structure, with only slight modifications to the rail vehicle, the rail vehicle body can produce a tilt angle of up to 3°, and the speed can be increased by 10% to 20%. It has the advantages of simple structure, low cost It has the advantages of low cost, good economy and practicality, and is suitable for the transformation and large-scale promotion of existing rail vehicles.
  • the curve driving speed of rail vehicles By increasing the curve driving speed of rail vehicles, the energy consumption caused by the rail vehicles needing to decelerate and then accelerate when passing the curve can be reduced; at the same time, it can also save rail vehicle driving time and improve operating efficiency, which has good economic benefits.
  • the small tilting is achieved by using a single-sided raising tilting method or a one-raising-one-lowering tilting method.
  • the unilateral raising and tilting method refers to using the existing air spring system of the rail vehicle to inflate the air spring on the outside of the curve to raise the rail vehicle body against the outside of the curve, thereby making the The rail vehicle tilts slightly toward the inside of the curve. It has the advantage of easy control.
  • the one-up-one-down tilting method refers to: using the existing air spring system of the rail vehicle to inflate the air spring on the outside of the curve to raise the rail vehicle body against the outside of the curve; at the same time, the The air spring exhaust located on the inside of the curve lowers the rail vehicle body to the inside of the curve, causing the rail vehicle to tilt slightly toward the inside of the curve. It has the advantages of large height difference, large tilt angle and large balanced centrifugal force.
  • the one-way anti-roll moment is: when the rail vehicle enters a gentle curve, the adjustable torsion bar system is controlled to be in a one-way anti-roll state, and the adjustable torsion bar system will not prevent the rail vehicle from tilting to the inside of the curve, Once the rail vehicle has a tendency to roll to the outside of the curve, the adjustable torsion bar system provides a unidirectional anti-roll moment to prevent the rail vehicle from rolling to the outside of the curve. To ensure the safety of rail vehicles traveling on curves.
  • the adjustable torsion bar system includes: a torsion bar and a hydraulic connecting rod.
  • the torsion bar is fixed on the bogie/car body. Both ends of the torsion bar are respectively hinged with one end of the two hydraulic connecting rods, and the other ends of the two hydraulic connecting rods. Hinged to both sides of the car body/bogie respectively, the length of the connecting rod can be switched between: fixed, only able to be extended in one direction, or only shortened in one way, so that the torsion bar system provides Two-way anti-rolling moment or one-way anti-rolling moment. To meet the safe driving requirements of rail vehicles on different tracks.
  • the one-way anti-rolling moment means: when the rail vehicle enters a gentle curve, the length of the hydraulic connecting rod controlled to be on the inside of the curve is locked or in a one-way follow-up shortening state; the length of the hydraulic link on the outside of the curve is controlled.
  • the hydraulic connecting rod is in a one-way follow-up elongation state; when the rail vehicle tilts to the inside of the curve, the length of the hydraulic connecting rod on the inside of the curve is locked or shortened with the tilt of the rail vehicle; the length of the hydraulic connecting rod on the outside of the curve is locked.
  • the rods extend with the swing of the rail vehicle; once the rail vehicle has a tendency to roll to the outside of the curve, the adjustable torsion bar system provides a unidirectional anti-roll moment to prevent the rail vehicle from rolling to the outside of the curve.
  • the hydraulic connecting rod includes: a rod body, a piston and a control component.
  • the piston is movably arranged in the rod body and divides the rod body into a liquid chamber one and a liquid chamber two.
  • the liquid chamber one and the two liquid chambers are filled with liquid medium;
  • the liquid chamber One is connected to liquid chamber two through flow channel one and two;
  • flow channel one is provided with a one-way valve one and a one-way valve one, and the liquid medium in the liquid chamber one can only flow to the liquid through one-way valve one and one-way valve one.
  • Chamber two; the flow channel two is provided with a straight-way valve two and a one-way valve two.
  • the liquid medium in the liquid chamber two can only flow to the liquid chamber one through the one-way valve two and the one-way valve two.
  • the liquid medium in the liquid chamber one can only flow to the liquid chamber two through the flow channel one, and the length of the connecting rod is freely extended under the action of tension; when the tension is converted into pressure When , the liquid medium in the second liquid chamber cannot flow to the first liquid chamber, the length of the connecting rod remains unchanged, and the hydraulic connecting rod is in a one-way follow-up elongation state.
  • the liquid medium in the liquid chamber two can only flow to the liquid chamber one through the flow channel two, and the length of the connecting rod is freely shortened under the action of pressure; when the pressure is converted into tension, the liquid chamber The liquid medium in the first fluid chamber cannot flow to the second fluid chamber, the length of the connecting rod remains unchanged, and the hydraulic connecting rod is in a one-way follow-up shortening state.
  • This application also relates to a small tilting system that implements the above method of increasing the curved running speed of a rail vehicle, including: an air cylinder, a left air spring, a right air spring, and a control component through which the compressed air is controlled to enter the left air spring.
  • Spring/right air spring or exhaust from the left air spring/right air spring, causing a height difference between the left air spring and the right air spring, causing the rail vehicle to form a tilt angle ⁇ inward of the curve relative to the track surface.
  • the inclination angle of the formed rail vehicle body relative to the horizontal plane increases from ⁇ to ⁇ + ⁇ .
  • the increased tilt angle ⁇ is used to balance the larger centrifugal force F. Therefore, the traveling speed of rail vehicles on curves can be further increased, and the safety and comfort when passing curves can be improved.
  • control assembly includes: left height adjustment valve, left air valve one, left air valve two, right height adjustment valve, right air valve one, right air valve two and middle height adjustment valve;
  • the left air spring passes through the left air valve Valve one and the left height-adjusting valve are connected to the air cylinder, and are connected to the air cylinder through the left air valve two and the middle height-adjusting valve;
  • the right air spring is connected to the air cylinder through the right air valve one and the right height-adjusting valve, and is connected to the air cylinder through the right air valve Valve two and the middle height adjustment valve are connected with the air cylinder.
  • the left height-adjusting valve is used to control the height of the left air spring
  • the right height-adjusting valve is used to control the height of the right air spring.
  • the height difference and tilt angle ⁇ of the air springs on both sides can be controlled without the need for signal monitoring and feedback systems. . It can utilize the existing air spring system of the rail vehicle to achieve small tilting of the rail vehicle. It has a simple structure and low cost. It is suitable for the transformation of existing rail vehicles to increase the curve speed of the rail vehicle and improve operating efficiency.
  • control assembly includes: left air valve two, left air valve three, left height limit valve, right air valve two, right air valve three, right height limit valve and middle height adjustment valve; the left air spring passes through the left air valve Valve two and the middle height adjustment valve are connected to the air cylinder through the left air valve three, and are exhausted through the left height limit valve; the right air spring is connected to the air cylinder through the right air valve two and the middle height adjustment valve and through The right air valve three is connected to the air cylinder and exhausts air through the right height limit valve.
  • the left height limit valve is used to control the height of the left air spring
  • the right height limit valve is used to control the height of the left air spring.
  • the height difference and tilt angle ⁇ of the air springs on both sides can be controlled without the need for signal monitoring and feedback systems.
  • the existing air spring system of the rail vehicle can be used to achieve small tilting of the rail vehicle. It has a simple structure and low cost. It is suitable for the transformation of existing rail vehicles to increase the curved speed of the rail vehicle and improve operating efficiency.
  • the beneficial effects of the present invention are: when the rail vehicle is running on a curve, by controlling the compressed air entering the air springs on both sides of the rail vehicle, a height difference is generated in the air springs on both sides, so that the rail vehicle can tilt slightly toward the inside of the curve, so as to Increase the speed of rail vehicles on curves.
  • the adjustable torsion bar system is controlled to provide bidirectional anti-rolling moment or unidirectional anti-rolling moment to meet the safe driving requirements of rail vehicles on different rails.
  • this application only needs to slightly modify the rail vehicle, so that the rail vehicle body can produce a tilt angle of up to 3°, and the speed increase can reach 10% to 20%. It has a simple structure. , has the advantages of low cost, good economy and practicality, and is suitable for the transformation and large-scale promotion of existing rail vehicles.
  • Figure 1 is a schematic diagram of a rail vehicle tilting on a curve.
  • FIG. 1 is a schematic diagram of Embodiment 1
  • Figure 3 is a schematic diagram of Embodiment 1 when the unilateral raising method is used to start tilting to the left.
  • Figure 4 is a schematic diagram of Embodiment 1 when tilting to the left and swinging into position using a single-sided lifting method.
  • Figure 5 is a schematic diagram of Embodiment 1 when the reset is started after tilting using the unilateral raising method.
  • Figure 6 is a schematic diagram when the unilateral lifting method is used to reset to the initial height in Embodiment 1.
  • Figure 7 is a schematic diagram of the second embodiment.
  • Figure 8 is a schematic diagram of Embodiment 2 when the one-up-one-down approach is used to start tilting to the left.
  • Figure 9 is a schematic diagram of the second embodiment when tilting to the left and swinging into place using a one-up and one-down method.
  • Figure 10 is a schematic diagram of the second embodiment when the reset is started after tilting in a one-up and one-down manner.
  • Figure 11 is a schematic diagram of the second embodiment when the one-up-one-down method is used to reset to the initial height.
  • Figure 12 is a schematic diagram of the adjustable torsion bar system.
  • Figure 13 is a schematic diagram when the length of the hydraulic connecting rod is locked.
  • Figure 14 is a schematic diagram of the hydraulic connecting rod extending in one direction.
  • Figure 15 is a schematic diagram 2 of the hydraulic connecting rod extending in one direction.
  • Figure 16 is the schematic diagram 3 when the hydraulic connecting rod is extended in one direction.
  • Figure 17 is the schematic diagram 1 when the hydraulic connecting rod is shortened in one direction.
  • Figure 18 is the second schematic diagram of the hydraulic connecting rod when it is shortened in one direction.
  • Figure 19 is the schematic diagram 3 when the hydraulic connecting rod is shortened in one direction.
  • Figure 20 is a schematic diagram of the adjustable torsion bar system starting to tilt to the left when the unilateral lifting method is adopted in Embodiment 1.
  • Figure 21 is a schematic diagram of the adjustable torsion bar system tilted to the left to the maximum angle when the unilateral lifting method is adopted in Embodiment 1.
  • Figure 22 is a schematic diagram of the adjustable torsion bar system tilting to the left and starting to reset when the unilateral lifting method is used in the first embodiment.
  • Figure 23 is a schematic diagram of the adjustable torsion bar system tilting to the left and then returning to the initial position when the unilateral lifting method is used in the first embodiment.
  • Figure 24 is a schematic diagram when the adjustable torsion bar system starts to tilt to the left when the one-up-one-down method is adopted in the second embodiment.
  • Figure 25 is a schematic diagram of the adjustable torsion bar system tilted to the left to the maximum angle when the second embodiment adopts the one-up-one-down method.
  • Figure 26 is a schematic diagram of the adjustable torsion bar system tilting to the left and then starting to reset when the one-up-one-down method is adopted in the second embodiment.
  • Figure 27 is a schematic diagram of the adjustable torsion bar system tilting to the left and then returning to the initial position when the one-up-one-down method is used in the second embodiment.
  • the track On the turning curve, the track is set at a super height (the outer rail plane is higher than the inner rail plane), forming a super high inclination angle ⁇ , and the gravity component G1 formed by the gravity G after tilting is used to balance or partially balance Centrifugal force F.
  • Embodiment 1 of the present invention is shown in Figures 2 to 6: it includes a small tilt adjustment system and an adjustable torsion bar system, and can adopt a single-sided raising tilt method or a one-raising and one-lowering tilt method.
  • the small tilt adjustment system includes: air cylinder 90, left air spring 40, right air spring 50, middle height adjustment valve 91, left height adjustment valve 41, left air valve one 42, left air valve two 43, right height adjustment valve 51 , right air valve one 52 and right air valve two 53.
  • the left air spring 40 is connected to the air cylinder 90 through the left air valve one 42 and the left height adjustment valve 41, and is connected to the air cylinder 90 through the left air valve two 43 and the middle height adjustment valve 91;
  • the right air spring 50 is connected through the right air valve one 52 and the right height adjustment valve 51 are connected to the air cylinder 90, and are connected to the air cylinder 90 through the right air valve two 53 and the middle height adjustment valve 91.
  • the adjustable torsion bar system is shown in Figure 12, including: torsion bar 20, left link 10 and right link 30.
  • the torsion bar 20 is fixed on the bogie/car body, and both ends of the torsion bar 20 are connected to the left link 10 respectively. and one end of the right connecting rod 30 is hinged, and the other ends of the left connecting rod 10 and the right connecting rod 30 are respectively hinged with both sides of the vehicle body/bogie.
  • the left connecting rod 10 and the right connecting rod 30 are adjustable hydraulic connecting rods, and the length of the connecting rods can be switched between: remaining unchanged, one-way follow-up elongation or one-way follow-up shortening, thereby making the torque
  • the bar system provides bi-directional anti-roll moment or unidirectional anti-roll moment. To meet the safe driving requirements of rail vehicles on different tracks.
  • Embodiment 1 When turning left using the unilateral raising and tilting method, the following steps are included:
  • Step 1 As shown in Figures 3 to 4, when the rail vehicle enters the left-turn gentle curve, close the left air valve 43 and the right air valve 53 to prevent the compressed air in the left air spring 40 and the right air spring 50 from passing through. Raise the valve 91 to exhaust; keep the left air valve 42 closed to maintain the initial height of the left air spring 40; open the right air valve 52, fill the right air spring 50 with compressed air, and raise the height of the right air spring 50. height, causing the vehicle body 60 to tilt to the left; when the right air spring 50 rises to the preset adjustment height of the right height adjustment valve 51, the right height adjustment valve 51 automatically closes to control the lifting height of the right air spring 50.
  • the gravity component after tilting is not enough to balance the centrifugal force, if the rail vehicle rolls to the right due to the influence of centrifugal force, lateral wind force or track unevenness, the left link 10 cannot be extended and the right link 30 cannot be extended at this time. If it cannot be compressed, the torsion bar 20 will twist, thereby generating a one-way anti-rolling moment that prevents the rail vehicle from rolling to the right, and prevents the rail vehicle from rolling to the right.
  • Step 2 As shown in Figure 4, when the rail vehicle is traveling on the right line of the left turn curve, close the right air valve 52 to prevent the compressed air from entering and exiting the right air spring 50, and maintain the height of the right air spring 50 and the small tilt generated by the system.
  • the tilt angle ⁇ As shown in Figure 4, when the rail vehicle is traveling on the right line of the left turn curve, close the right air valve 52 to prevent the compressed air from entering and exiting the right air spring 50, and maintain the height of the right air spring 50 and the small tilt generated by the system.
  • the tilt angle ⁇ As shown in Figure 4, when the rail vehicle is traveling on the right line of the left turn curve, close the right air valve 52 to prevent the compressed air from entering and exiting the right air spring 50, and maintain the height of the right air spring 50 and the small tilt generated by the system.
  • the tilt angle ⁇ As shown in Figure 4, when the rail vehicle is traveling on the right line of the left turn curve, close the right air valve 52 to prevent the compressed air from entering and exiting the right air spring 50, and maintain
  • the length of the left link 10 in the adjustable torsion bar system remains unchanged; after the right link 30 is extended, the length of the right link is h1 Extend to h2.
  • the left straight-way valve one 171 and the left straight-way valve two 181 on the left link 10 are controlled to be in a disconnected state, and the length h1 of the left link 10 remains unchanged; the right straight-way valve one 371 and the right straight-way valve 181 on the right link 30 are controlled.
  • the two-way valve 381 is in a disconnected state, and the length of the right connecting rod 30 is maintained at h2.
  • the adjustable torsion bar system provides two-way anti-rolling moment. Regardless of whether the rail vehicle has a tendency to roll to the left or right, the adjustable torsion bar system can prevent the rail vehicle from rolling and ensure driving safety.
  • Step 3 As shown in Figures 5 and 6, when the rail vehicle exits the main line of the left-turn curve and enters the gentle left-turn curve, open the left air valve 43 and the right air valve 53, so that the left air spring 40 and the right air spring 50 is connected to balance the compressed air in the left air spring 40 and the right air spring 50, and discharge the excess compressed air through the middle height adjustment valve 91 to restore the right air spring 50 to the initial height, so that the vehicle body 60 ends the tilting state .
  • Step 4 As shown in Figure 2, when the rail vehicle exits the left-turn gentle curve and enters a straight line, keep the left air valve two 43 and the right air valve two 53 open, and keep the left air valve one 42 and the right air valve one 52 open. Stay closed. The height is adjusted through the middle height-adjusting valve 91 to keep the height consistent under different loads.
  • the adjustable torsion bar system provides a two-way anti-rolling moment. Regardless of whether the rail vehicle has a tendency to roll to the left or right, the adjustable torsion bar system can prevent the rail vehicle from rolling and ensure driving safety.
  • Embodiment 2 of the present invention is shown in Figures 7 to 11: it includes a small tilt rapid adjustment system and an adjustable torsion bar system, and can adopt a single-sided raising and lowering tilt method or a one-raise and one-lower tilt method.
  • the small tilt quick adjustment system includes: air cylinder 90, left air spring 40, right air spring 50 and middle height adjustment valve 91. It also includes: left air valve two 43, left air valve three 44 and left height limit valve 45, right air valve two 53, right air valve three 54 and right height limit valve 55; the left air spring 40 passes through the left air valve two 43 and The middle height adjustment valve 91 is connected to the air cylinder 90 through the left air valve three 44, and is exhausted through the left height limit valve 45; the right air spring 50 is connected to the air cylinder 90 through the right air valve two 53 and the middle height adjustment valve 91. The air cylinder 90 is connected to the air cylinder 90 through the right air valve three 54, and is exhausted through the right height limit valve 55.
  • the left air valve two 43, the right air valve two 53, the left air valve three 44 and the right air valve three 54 adopt solenoid valves.
  • the diameters of the left air valve three 44 and the right air valve three 54 are larger than 15 mm to speed up the inflation speed, shorten the time required for tilting, and increase the tilting speed to adapt to the need to quickly pass the curve.
  • Embodiment 2 Using the one-up-one-down tilting method to turn left includes the following steps:
  • Step 1 As shown in Figures 8 to 9, when the rail vehicle enters the left-turn gentle curve, make the left air valve 43 connected and close the right air valve 53; keep the left air valve 44 closed and open the right air valve. Valve three 54 fills compressed air into the right air spring 50 to raise the height of the right air spring 50; at this time, the middle height adjustment valve 91 deviates from the preset balance height and is in the exhaust state. The compressed air in the left air spring 40 is exhausted through the left air valve 2 43 and the middle height adjustment valve 91, lowering the height of the left air spring 40, so that the middle height adjustment valve 91 returns to the preset balance height.
  • the lengths of the left link 10 and the right link 30 are equal to h1.
  • the left link 10 in the adjustable torsion bar system shrinks in one direction along with the rail vehicle tilting to the left, and the right link 30 follows the one-way tilt of the rail vehicle to the left.
  • An extendable, adjustable torsion bar system coordinates the rolling stock's left tilt. At this time, the adjustable torsion bar system maintains the unidirectional anti-roll state, providing unidirectional anti-roll moment to prevent the rail vehicle from rolling to the right, and preventing the rail vehicle from rolling to the right.
  • Step 2 As shown in Figure 9, when the rail vehicle is traveling on the right line of the left turn curve, close the second air valve 43 and delay the closing of the right air valve three 54 to prevent the compressed air in the left air spring 40 and the right air spring 50. In and out, maintain the height of the left air spring 40 and the right air spring 50 and the tilt angle ⁇ generated by the small tilt system.
  • the right straight-through valve 381 is in a disconnected state, and the length of the right connecting rod 30 remains unchanged at h2.
  • the adjustable torsion bar system provides a two-way anti-rolling moment. Regardless of whether the rail vehicle has a tendency to roll to the left or right, the adjustable torsion bar system can prevent the rail vehicle from rolling and ensure driving safety.
  • Step 3 As shown in Figures 10 and 11, when the rail vehicle exits the main line of the left turn curve and enters the left turn gentle curve, open the left air valve three 44, and the compressed air fills the left air spring 40 through the left air valve three 44. Raise the height of the left air spring 40; open the second left air valve 43 and the second right air valve 53 at the same time, so that the left air spring 40 and the right air spring 50 are connected, so that the compressed air in the left air spring 40 and the right air spring 50 is balanced. , exhaust the excess compressed air through the middle height adjustment valve 91, restore the left air spring 40 and the right air spring 50 to the initial height, and make the vehicle body 60 end the tilting state.
  • the left straight-way valve 171 on the left link 10 is in the connected state, and the left straight-way valve 181 is in the disconnected state.
  • the left link 10 is in a one-way follow-up extension state;
  • the right straight-way valve 371 on the right link 30 is controlled to be in a disconnected state,
  • the right straight-way valve 2 381 is in a connected state, and the right link 30 is in a one-way follow-up contraction. state.
  • the adjustable torsion bar system only provides left anti-roll torque to prevent the rail vehicle from rolling to the left; it will not prevent the rail vehicle from returning to a horizontal state from the left leaning state.
  • Step 4 As shown in Figure 7, when the rail vehicle exits the left-turn gentle curve and enters a straight line, keep the covers of left air valve three 44 and right air valve three 54, and keep left air valve two 43 and right air valve two 53 connected. , adjust the height through the middle height-adjusting valve 91 to keep the height consistent under different loads.
  • the adjustable torsion bar system provides a two-way anti-rolling moment. Regardless of whether the rail vehicle has a tendency to roll to the left or right, the adjustable torsion bar system can prevent the rail vehicle from rolling and ensure driving safety.
  • the hydraulic connecting rod is shown in Figure 13: the hydraulic connecting rod includes: rod body 3, piston 4 and control components.
  • the piston 4 is movably arranged in the rod body 3, and the rod body 3 is divided into a liquid chamber 31 and a liquid chamber 2 32.
  • Chamber one 31 and liquid chamber two 32 are filled with liquid medium; liquid chamber one 31 is connected to liquid chamber two 32 through flow channel one 7 and flow channel two 8; flow channel one 7 is provided with a straight-way valve 71 and a one-way valve 72.
  • the liquid medium in liquid chamber one 31 can only flow to liquid chamber two 32 through one-way valve 72 and one-way valve 71; the flow channel two 8 is provided with a two-way valve 81 and one-way valve two 82.
  • the liquid chamber two The liquid medium in 32 can only flow to the liquid chamber one 31 through the one-way valve two 82 and the straight-way valve two 81.
  • the length of the connecting rod can be extended or shortened in one direction.
  • the one-way follow-up extension of the hydraulic connecting rod is shown in Figures 14 to 16:
  • the straight-way valve 71 When the straight-way valve 71 is connected and the straight-way valve 2 81 is disconnected, the liquid medium in the liquid chamber 31 can only flow to the liquid chamber through the flow channel 7 Two 32, the length of the connecting rod stretches freely under the action of tension; when the tension is converted into pressure, the liquid medium in liquid chamber two 32 cannot flow to liquid chamber one 31, the length of the connecting rod remains unchanged, and the hydraulic connecting rod is in a one-way position. Dynamic extension state.
  • the one-way follow-up shortening of the hydraulic connecting rod is shown in Figures 17 to 19:
  • the liquid medium in the liquid chamber two 32 can only flow to the liquid chamber one through the flow channel two 8. 31.
  • the length of the connecting rod shortens freely under the action of pressure; when the pressure is converted into tension, the liquid medium in the first liquid chamber 31 cannot flow to the second liquid chamber 32, the length of the connecting rod remains unchanged, and the hydraulic connecting rod is in one-way follow-up shortening. state.
  • the beneficial effects of the present invention are: when the rail vehicle travels on a curve, by controlling the compressed air entering the air springs on both sides of the rail vehicle, a height difference is generated in the air springs on both sides, so that the rail vehicle moves toward the inside of the curve. Slight tilting to increase the speed of rail vehicles in curves.
  • the adjustable torsion bar system is controlled to provide bidirectional anti-rolling moment or unidirectional anti-rolling moment to meet the safe driving requirements of rail vehicles on different rails.
  • this application only needs to slightly modify the rail vehicle, so that the rail vehicle body can produce a tilt angle of up to 3°, and the speed increase can reach 10% to 20%. It has a simple structure. , has the advantages of low cost, good economy and practicality, and is suitable for the transformation and large-scale promotion of existing rail vehicles.

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Abstract

一种提高轨道车辆曲线行驶速度的方法及小幅倾摆系统，轨道车辆在曲线上行驶时，通过控制进入轨道车辆两侧空簧内的压缩空气，使两侧空簧产生高差，使轨道车辆朝曲线内侧实现小幅倾摆，以提高轨道车辆曲线行驶速度，同时通过控制可调扭杆系统提供双向抗侧滚力矩或单向抗侧滚力矩，以满足轨道车辆在不同路轨上的安全行驶要求，在现有轨道车辆结构的基础上，只需对轨道车辆稍加改造，就能够使轨道车辆车体产生最大3°的倾摆角，提速幅度可达10％～20％，具有结构简单、成本低的优点，具有良好的经济性和实用性。

Description

一种提高轨道车辆曲线行驶速度的方法及小幅倾摆系统 技术领域
本发明涉及轨道车辆技术领域，具体涉及一种提高轨道车辆曲线行驶速度的方法及小幅倾摆系统。
背景技术
随着车辆运行速度以及乘坐舒适性要求不断提高，现有车辆悬挂系统难以满足列车高速通过曲线时的安全性和舒适性要求。摆式列车能够在车辆到达曲线前让车体主动倾摆，在曲线上依靠自身重力平衡离心力，因此相比传统轨道交通车辆能够更好地解决高速通过曲线时的安全性和舒适性问题。
摆式列车按照车体倾斜方式的不同,可分为自然摆式和强制摆式两种。自然摆式又称为无源摆，车体由滚轮装置和高位空气弹簧支承,当列车通过曲线时产生离心力,使车体绕其摆心转动,在没有外加动力的情况下，车体自然地向曲线内侧倾斜。无源摆式车体倾斜角度可达到3°～5°，能提高常规列车曲线运行速度10％～20％。但无源摆式存在结构复杂、成本高、不适合对现有轨道车辆改造的问题。
强制摆式又称为有源摆，即利用曲线监测装置、车载计算机控制装置和倾摆传动装置倾摆。强制摆式又可分为大幅倾摆和小幅倾摆：大幅倾摆其倾摆角度最高可达到10°，提高常规列车曲线运行速度30％～35％，其结构复杂、成本高、不适合对现有轨道车辆改造。
抗侧滚扭杆的功能是防止轨道车辆因通过曲线、强风和颠簸造成的侧滚、以确保行车安全。当车体在进行主动倾摆时，抗侧滚扭杆会 阻碍车体进行倾摆，因此有必要对抗侧滚扭杆系统的连杆进行改进，以适应车体进行主动倾摆：当轨道车辆在直线或大曲率半径线路上行驶时，要求抗侧滚扭杆能够提供双向抗侧滚力矩，阻止车体左右侧翻。当轨道车辆在小曲率半径线路上行驶时，要求抗侧滚扭杆既能够配合空气弹簧系统使车体朝曲线内侧进行倾摆；又能够提供单向抗侧滚力矩，阻止车体朝曲线外侧侧滚。
因此本发明要解决的技术问题是：利用轨道车辆现有的空气弹簧系统和改进后的抗侧滚扭杆来实现轨道车辆的小幅倾摆和单向抗侧滚功能，以提高轨道车辆在曲线上行驶的速度。
经专利检索，与本申请有一定关系的主要有以下专利：
1、申请号为“CN01116606.1”、申请日为“2001.04.13”、公开号为“CN1345673A”、公开日为“2002.04.24”、名称为“铁路车辆”、申请人为“株式会社日立制作所”的发明专利，该发明专利车身8通过空气弹簧5支承在转向架座4上。沿车身8的横方向将扭力杆11配置在转向架座4上。在扭力杆11的两端部上通过杠杆13、13配置朝着车身8内侧倾斜的连接杆15。由此可约束车身两端的摆动,但不同时约束上部和下部运动。在发生过大的作用于车身8的离心加速度时,车身随连接杆机构而倾斜。该专利是利用车辆在弯道行驶时产生的离心力，使车辆向弯道外侧偏移，使得车辆两侧的连杆角度产生变化，从而改变扭杆作用在车辆两侧的反力，使得车辆向弯道内侧倾斜，利用车辆倾斜后的重力分力来平衡离心力，是一种被动平衡方式。
2、申请号为“94104993.4”、申请日为“1994.03.30”、公开号 为“ES2101377T3”、公开日为“1997.07.01”、名称为“铁路车辆防平衡装置”、申请人为“WAGGONFABRIK TALBOT GMBH&CO”的发明专利，该发明专利描述了一种将轨道车辆上的传统机械振动支承与主动横向倾斜控制相结合的方法。其中，根据本发明，提供了至少一个可调节的连接件(10)，该连接件(10)通过一个可控制的驱动元件(11)纵向可调，该驱动元件具有一个支撑件(8)，该支撑件可摆动地放置在车辆的车厢外壳中或横向放置在可移动的框架上，支撑在一个可移动的机构(1，1)上，该机构在货车的一个箱体(4)的一个侧面上承受不必要的横向倾斜。通过控制连接件(10)的纵向变化，使其从一个中立的倾斜角位置开始，从而使车厢(4)主动倾斜到可移动的框架(1)上，该框架可用于改善曲线上的离心力偏移。优选地，根据本发明的组合适用于在增加舒适性和/或缩短旅行时间的意义上对传统铁路的载人车厢进行附加设备。该专利结构复杂、成本高，不适用现有轨道车辆改造。
3、申请号为“JP21044292”、申请日为“1992.08.06”、公开号为“JPH0656034A”、公开日为“1994.03.01”、名称为“机车车辆车体倾斜装置”、申请人为“NIPPON SHARYO SEIZO KK”的发明专利，该发明专利公开了一种用于机车车辆的车体倾斜装置，其中通过从超高平衡速度的大位移以及进一步通过保持安全偏心率来提高运行速度。构成：例如，在弯道行驶时，通过降低左杆47L，提升右杆47R，驱动液压执行器35R，车身1向左倾斜。此处，通过将超高中心C放置在车身1下方，将其重心移动到超高的内侧，内轮重量增加，以抵 消离心力增加的外轮重量。因此，通过保持安全偏心率，可提高运行速度。这里，通过移动推拉电缆，当左/右高度调节杆的预设长度在左侧比基准值短预定量，在右/左空气弹簧5L比基准值长预定量增加时，5R在左低右高的情况下保持平衡。因此，由于产生的动作使得车身1倾向于保持超高状态，因此在曲线运行时，车身1的超高不会受到干扰。该专利结构复杂、成本高，不适用现有轨道车辆改造。
但上述专利与本申请的技术方案不相同，其倾摆系统结构复杂、成本高，不适用现有轨道车辆改造。而且连杆长度不能实现实时单向随动调节，不能提供单向抗侧滚力矩。
发明内容
本发明要解决的技术问题是针对现有技术中存在的缺陷，提供一种提高轨道车辆曲线行驶速度的方法及小幅倾摆系统。
为解决上述技术问题，本发明所采取的技术方案为：一种提高轨道车辆曲线行驶速度的方法：当轨道车辆在曲线行驶时，通过控制组件控制轨道车辆两侧空簧的升降，实现轨道车辆朝曲线内侧形成小幅倾摆，利用轨道车辆小幅倾摆后重力的横向分力平衡部分离心力，减少离心力的影响，从而提高轨道车辆曲线行驶速度；同时控制可调扭杆系统在不阻碍轨道车辆朝曲线内侧进行小幅倾摆的前提下，提供阻止轨道车辆朝曲线外侧翻滚的单向抗侧滚力矩，以确保轨道车辆在曲线上行驶的安全。通过对轨道车辆现有的空簧系统和抗侧滚扭杆进行升级改造，使轨道车辆具有小幅倾摆和单向抗侧滚功能。在现有轨道车辆结构的基础上，只需对轨道车辆稍加改造，就能够使轨道车辆车 体产生最大3°的倾摆角，提速幅度可达10％～20％，具有结构简单、成本低的优点，具有良好的经济性和实用性，适用于现有轨道车辆的改造和大面积推广。通过提高轨道车辆曲线行驶速度，能够减少轨道车辆通过曲线时需要减速后再加速所造成的能耗；同时还能节省轨道车辆行驶时间，提升运营效率，具有很好的经济效益。
进一步地，所述小幅倾摆是采用单边升高倾摆法或一升一降倾摆法来实现的。
进一步地，所述单边升高倾摆法是指：利用轨道车辆现有的空簧系统，通过向处在曲线外侧的空簧充气，使轨道车辆车体靠曲线的外侧升高，从而使轨道车辆向曲线内侧形成小幅倾摆。具有控制简便的优点。
进一步地，所述一升一降倾摆法是指：利用轨道车辆现有的空簧系统，通过向处在曲线外侧的空簧充气，使轨道车辆车体靠曲线的外侧升高；同时将处在曲线内侧的空簧排气，使轨道车辆车体靠曲线的内侧降低，从而使轨道车辆向曲线内侧形成小幅倾摆。具有形成的高差大、倾摆角度大、平衡离心力大的优点。
进一步地，所述单向抗侧滚力矩是：当轨道车辆进入缓和曲线时，控制可调扭杆系统处于单向抗侧滚状态，可调扭杆系统不会阻止轨道车辆向曲线内侧倾斜，一旦轨道车辆具有向曲线外侧翻滚趋势时，可调扭杆系统提供单向抗侧滚力矩，阻止轨道车辆向曲线外侧翻滚。以保证轨道车辆在曲线行驶上行驶安全。
进一步地，可调扭杆系统包括：扭杆和液压连杆，扭杆固定在转 向架/车体上，扭杆两端分别与两根液压连杆一端铰接，两根液压连杆的另一端分别与车体/转向架的两侧铰接，连杆长度能够在：固定不变、仅能单向随动伸长或仅能单向随动缩短的状态之间转换，从而使扭杆系统提供双向抗侧滚力矩或单向抗侧滚力矩。以满足轨道车辆在不同路轨上的安全行驶要求。
进一步地，所述单向抗侧滚力矩是指：当轨道车辆进入缓和曲线时，控制处在曲线内侧的液压连杆长度锁定不变或处于单向随动缩短状态；控制处在曲线外侧的液压连杆处于单向随动伸长状态；在轨道车辆向曲线内侧倾斜时，处在曲线内侧的液压连杆长度锁定不变或随同轨道车辆的倾摆而缩短；处在曲线外侧的液压连杆随同轨道车辆的摆动而伸长；一旦轨道车辆具有向曲线外侧翻滚趋势时，可调扭杆系统提供单向抗侧滚力矩，阻止轨道车辆向曲线外侧翻滚。
进一步地，所述液压连杆包括：杆体、活塞及控制部件，活塞活动设置在杆体内，将杆体分隔成液腔一和液腔二，液腔一和液腔二内充满液体介质；液腔一通过流道一和流道二与液腔二连接；流道一上设置有直通阀一和单向阀一，液腔一内的液体介质只能通过单向阀一和直通阀一流向液腔二；流道二上设置有直通阀二和单向阀二，液腔二内的液体介质只能通过单向阀二和直通阀二流向液腔一。通过控制液体介质的单向流动，来实现连杆长度单向随动伸长或单向随动缩短。
进一步地，在直通阀一连通及直通阀二断开时，液腔一内的液体介质只能通过流道一流向液腔二，连杆长度在拉力作用下自由伸长； 当拉力转换成压力时，液腔二内的液体介质不能流向液腔一，连杆长度保持不变，液压连杆处于单向随动伸长状态。在直通阀一断开及直通阀二连通时，液腔二内的液体介质只能通过流道二流向液腔一，连杆长度在压力作用下自由缩短；当压力转换成拉力时，液腔一内的液体介质不能流向液腔二，连杆长度保持不变，液压连杆处于单向随动缩短状态。
本申请还涉及一种实现上述提高轨道车辆曲线行驶速度的方法的小幅倾摆系统，包括：风缸、左空簧、右空簧，还设置有控制组件，通过控制组件控制压缩空气进入左空簧/右空簧,或从左空簧/右空簧排气，使左空簧与右空簧之间产生高差，使轨道车辆相对于轨面形成向曲线内侧的倾摆角β。所形成的轨道车辆车体相对于水平面的倾角由α增大到α+β。利用所增大的倾摆角β，来平衡更大的离心力F。因此可以进一步提高轨道车辆在曲线上的行驶速度，提高通过曲线时的安全性和舒适性。
进一步地，所述控制组件包括：左调高阀、左气阀一、左气阀二、右调高阀、右气阀一、右气阀二及中调高阀；左空簧通过左气阀一和左调高阀与风缸连接，并通过左气阀二和中调高阀与风缸连接；右空簧通过右气阀一和右调高阀与风缸连接，并通过右气阀二和中调高阀与风缸连接。利用左调高阀控制左空簧的高度，利用右调高阀控制右空簧的高度，在不需要信号监测及反馈系统的条件下能够实现控制两侧空簧的高差及倾摆角β。能够利用轨道车辆现有的空簧系统实现轨道车辆的小幅倾摆，结构简单、成本低，适用于现有轨道车辆改造， 以提高轨道车辆曲线行驶速度，提升运营效率。
进一步地，所述控制组件包括：左气阀二、左气阀三、左限高阀、右气阀二、右气阀三、右限高阀及中调高阀；左空簧通过左气阀二和中调高阀与风缸连接、通过左气阀三与风缸连接，并通过左限高阀排气；右空簧通过右气阀二和中调高阀与风缸连接、通过右气阀三与风缸连接，并通过右限高阀排气。利用左限高阀控制左空簧的高度，利用右限高阀控制左空簧的高度，在不需要信号监测及反馈系统的条件下能够实现控制两侧空簧的高差及倾摆角β。能够利用轨道车辆现有的空簧系统实现轨道车辆的小幅倾摆，结构简单、成本低，适用于现有轨道车辆改造，以提高轨道车辆曲线行驶速度，提升运营效率。
本发明的有益效果为：轨道车辆在曲线上行驶时，通过控制进入轨道车辆两侧空簧内的压缩空气，使两侧空簧产生高差，使轨道车辆朝曲线内侧实现小幅倾摆，以提高轨道车辆曲线行驶速度。同时通过控制可调扭杆系统提供双向抗侧滚力矩或单向抗侧滚力矩，以满足轨道车辆在不同路轨上的安全行驶要求。在现有轨道车辆结构的基础上，本申请只需对轨道车辆稍加改造，就能够使轨道车辆车体产生最大3°的倾摆角，提速幅度可达10％～20％，具有结构简单、成本低的优点，具有良好的经济性和实用性，适用于现有轨道车辆的改造和大面积推广。
附图说明
图1为轨道车辆在曲线上倾摆时的示意图，
图2为实施例一示意图，
图3为实施例一采用单边升高方式开始向左倾摆时示意图，
图4为实施例一采用单边升高方式向左倾摆到位时示意图，
图5为实施例一采用单边升高方式倾摆后开始复位时示意图，
图6为实施例一采用单边升高方式复位到初始高度时示意图，
图7为实施例二示意图，
图8为实施例二采用一升一降方式开始向左倾摆时示意图，
图9为实施例二采用一升一降方式向左倾摆到位时示意图，
图10为实施例二采用一升一降方式倾摆后开始复位时示意图，
图11为实施例二采用一升一降方式复位到初始高度时示意图，
图12为可调扭杆系统示意图，
图13为液压连杆长度锁定不变时的示意图，
图14为液压连杆单向随动伸长时示意图一，
图15为液压连杆单向随动伸长时示意图二，
图16为液压连杆单向随动伸长时示意图三，
图17为液压连杆单向随动缩短时示意图一，
图18为液压连杆单向随动缩短时示意图二，
图19为液压连杆单向随动缩短时示意图三，
图20为实施例一采用单边升高方式时可调扭杆系统开始向左倾摆时示意图，
图21为实施例一采用单边升高方式时可调扭杆系统向左倾摆到最大角度时的示意图，
图22为实施例一采用单边升高方式时可调扭杆系统向左倾摆后 开始复位时的示意图，
图23为实施例一采用单边升高方式时可调扭杆系统向左倾摆后恢复到初始位置时的示意图，
图24为实施例二采用一升一降方式时可调扭杆系统开始向左倾摆时示意图，
图25为实施例二采用一升一降方式时可调扭杆系统向左倾摆到最大角度时的示意图，
图26为实施例二采用一升一降方式时可调扭杆系统向左倾摆后开始复位时的示意图，
图27为实施例二采用一升一降方式时可调扭杆系统向左倾摆后恢复到初始位置时的示意图，
图中：1—球铰一、2—杆件一、3—杆体、31—液腔一、32—液腔二、33—平衡腔、4—活塞、5—杆件二、6—球铰二、7—流道一、71—直通阀一、72—单向阀一、8—流道二、81—直通阀二、82—单向阀二；10—左连杆、171—左直通阀一、181—左直通阀二、20—扭杆、30—右连杆、371—右直通阀一、381—右直通阀二；h1—连杆初始长度、h2—连杆最长长度、h3—连杆最短长度；40—左空簧、41—左调高阀、42—左气阀一、43—左气阀二、44—左气阀三、45—左限高阀；50—右空簧、51—右调高阀、52—右气阀一、53—右气阀二、54—右气阀三、55—右限高阀；60—车体、90—风缸、91—中调高阀；F—离心力、F1—离心分力、G—重力、G1—重力分力、H—两侧高差、L—轨距、α—轨道曲线超高产生的超高倾角、β—轨道车辆车体与 轨面的倾摆角、Q—气流方向、U—液流方向、V—连杆随动方向。
具体实施方式
下面通过具体的实施例并结合附图对本发明做进一步的描述：
如图1所示：在转弯曲线上，轨道设置超高(外侧轨平面高于内侧轨平面)，形成超高倾角α，利用重力G在倾摆后形成的重力分力G1来平衡或部分平衡离心力F。
为了进一步提高轨道车辆曲线行驶的速度，通过技术措施使轨道车辆车体在曲线外侧的高度升高、在曲线内侧的高度降低，使车体两侧相对于轨面产生高差H，形成轨道车辆相对于轨面的倾摆角β，所形成的轨道车辆相对于水平面的倾角由α增大到α+β。利用所增大的倾摆角β，来平衡更大的离心力F。因此可以进一步提高轨道车辆曲线行驶速度，减少离心加速度，提高通过曲线时的安全性和舒适性。
本发明实施例一如图2至6所示：包括小幅倾摆调节系统和可调扭杆系统，可以采用单边升高倾摆法或一升一降倾摆法。
小幅倾摆调节系统包括：风缸90、左空簧40、右空簧50、中调高阀91、左调高阀41、左气阀一42、左气阀二43、右调高阀51、右气阀一52及右气阀二53。左空簧40通过左气阀一42和左调高阀41与风缸90连接，并通过左气阀二43和中调高阀91与风缸90连接；右空簧50通过右气阀一52和右调高阀51与风缸90连接，并通过右气阀二53和中调高阀91与风缸90连接。
可调扭杆系统如图12所示，包括：扭杆20、左连杆10及右连杆30，扭杆20固定在转向架/车体上，扭杆20两端分别与左连杆10 及右连杆30的一端铰接，左连杆10及右连杆30的另一端分别与车体/转向架的两侧铰接。所述左连杆10及右连杆30为可调的液压连杆，连杆长度能够在：保持不变、单向随动伸长或单向随动缩短的状态之间转换，从而使扭杆系统提供双向抗侧滚力矩或单向抗侧滚力矩。以满足轨道车辆在不同路轨上的安全行驶要求。
实施例一采用单边升高倾摆法左转时包括以下步骤：
步骤一：如图3至4所示，当轨道车辆进入左转缓和曲线时，关闭左气阀二43和右气阀二53，阻止左空簧40和右空簧50内的压缩空气通过中调高阀91排气；使左气阀一42保持关闭状态，保持左空簧40的初始高度；打开右气阀一52，将压缩空气充入右空簧50，升高右空簧50的高度，使车体60向左倾摆；当右空簧50升高到右调高阀51的预设调节高度时，右调高阀51自动关闭，控制右空簧50的升高高度。
如图20至21所示，当轨道车辆进入左转缓和曲线时，此时左连杆10与右连杆30的长度相等，都为h1。控制左连杆10上的左直通阀一171和左直通阀二181均处于断开状态，保持左连杆10长度不变；控制右连杆30上的右直通阀一371处于连通状态、右直通阀二381处于断开状态，右连杆30处于单向随动伸长状态。轨道车辆向左进行主动倾摆，可调扭杆系统配合轨道车辆向左倾摆。由于倾摆后的重力分力还不足以平衡离心力，如果因离心力、横向风力或轨道不平的影响，造成轨道车辆向右侧滚时，此时左连杆10不能伸长、右连杆30也不能被压缩，将会使扭杆20产生扭转，从而产生阻止轨道 车辆向右侧滚的单向抗侧滚力矩，阻止轨道车辆向右侧滚。
步骤二：如图4所示，当轨道车辆在左转曲线正线行驶时，关闭右气阀一52，阻止压缩空气进出右空簧50，保持右空簧50高度及小幅倾摆系统所产生的倾摆角β。
如图21所示，当轨道车辆在左转曲线正线行驶时，可调扭杆系统中的左连杆10的长度保持不变；右连杆30经过伸长后，右连杆长度由h1伸长到h2。此时控制左连杆10上的左直通阀一171和左直通阀二181处于断开状态，保持左连杆10保持h1长度不变；控制右连杆30上的右直通阀一371和右直通阀二381处于断开状态，保持右连杆30长度为h2。可调扭杆系统提供双向抗侧滚力矩，无论轨道车辆有向左或向右侧滚趋势，可调扭杆系统都能够阻止轨道车辆的侧滚，确保行车安全。
步骤三：如图5至6所示，当轨道车辆驶出左转曲线正线进入左转缓和曲线时，打开左气阀二43和右气阀二53，使左空簧40与右空簧50连通，使左空簧40与右空簧50内的压缩空气平衡，并将过量压缩空气通过中调高阀91排出，将右空簧50恢复到初始高度，使车体60结束倾摆状态。
如图22至23所示，当轨道车辆驶出左转曲线正线进入左转缓和曲线时，此时可调扭杆系统中的左连杆10的长度保持不变；控制右连杆30上的右直通阀一371处于断开状态、右直通阀二381处于连通状态，右连杆30处于单向随动收缩状态。此时可调扭杆系统只提供左向抗侧滚力矩，阻止轨道车辆向左侧滚；不会阻碍轨道车辆从左 倾摆状态恢复到水平状态。
步骤四：如图2所示，当轨道车辆驶出左转缓和曲线进入直线后，使左气阀二43和右气阀二53保持打开状态，使左气阀一42和右气阀一52保持关闭状态。通过中调高阀91调节高度，使不同载荷时的高度保持一致。
如图20所示，当轨道车辆驶出左转缓和曲线进入直线后，此时可调扭杆系统中的左连杆10的长度保持不变；右连杆30经过收缩后，右连杆长度由h2缩短到h1。此时控制左连杆10上的左直通阀一171和左直通阀二181处于断开状态，左连杆10长度保持h1不变；控制右连杆30上的右直通阀一371和右直通阀二381处于断开状态，右连杆30长度保持h1不变。此时可调扭杆系统提供双向抗侧滚力矩，无论轨道车辆有向左或向右侧滚趋势，可调扭杆系统都能够阻止轨道车辆的侧滚，确保行车安全。
本发明实施例二如图7至11所示：包括小幅倾摆快速调节系统和可调扭杆系统，可以采用单边升高倾摆法或一升一降倾摆法。
小幅倾摆快速调节系统包括：风缸90、左空簧40、右空簧50及中调高阀91。还包括：左气阀二43、左气阀三44及左限高阀45，右气阀二53、右气阀三54及右限高阀55；左空簧40通过左气阀二43和中调高阀91与风缸90连接、通过左气阀三44与风缸90连接，并通过左限高阀45排气；右空簧50通过右气阀二53和中调高阀91与风缸90连接、通过右气阀三54与风缸90连接，并通过右限高阀55排气。左气阀二43、右气阀二53、左气阀三44和右气阀三54采 用电磁阀。左气阀三44和右气阀三54的通径大于15mm，以加快充气速度，缩短倾摆所需的时间，提高倾摆速度，以适应快速通过曲线的需要。
实施例二采用一升一降倾摆法左转时包括以下步骤：
步骤一：如图8至9所示，当轨道车辆进入左转缓和曲线时，使左气阀二43处于连通状态，关闭右气阀二53；保持左气阀三44关闭状态，打开右气阀三54，将压缩空气充入右空簧50，升高右空簧50的高度；此时中调高阀91偏离预设平衡高度，处于排气状态。左空簧40内的压缩空气通过左气阀二43及中调高阀91排气，降低左空簧40的高度，使中调高阀91回到预设平衡高度。在右簧50升高到限高阀55的预设调节高度过程中，右簧50升高，左簧40降低，以中调高阀91的预设平衡高度为基准，达到动态平衡，使车体60向左倾摆；当右空簧50升高超过右限高阀55的预设调节高度时，压缩空气通过右调高阀55排气，根据测试得到的倾倾摆作需要的时间，延时关闭右气阀三54，此时倾摆动作完成。
如图24至25所示，当轨道车辆进入左转缓和曲线时，此时左连杆10与右连杆30的长度相等，都为h1。控制左连杆10上的左直通阀一171处于断开状态、左直通阀二181处于连通状态，左连杆10处于单向随动收缩状态；控制右连杆30上的右直通阀一371处于连通状态、右直通阀二381处于断开状态，右连杆30处于单向随动伸长状态。随着轨道车辆向左进行主动倾摆，可调扭杆系统中的左连杆10随同轨道车辆向左倾摆而单向随动收缩，右连杆30随同轨道车辆 向左倾摆而单向随动伸长，可调扭杆系统配合轨道车辆向左倾摆。此时可调扭杆系统保持单向抗侧滚状态，提供阻止轨道车辆向右侧滚的单向抗侧滚力矩，阻止轨道车辆向右侧滚。
步骤二：如图9所示，当轨道车辆在左转曲线正线行驶时，关闭气阀二43，延时关闭右气阀三54，阻止左空簧40和右空簧50内的压缩空气进出，保持左空簧40与右空簧50的高度及小幅倾摆系统所产生的倾摆角β。
如图25所示，当轨道车辆在左转曲线正线行驶时，可调扭杆系统中的左连杆10经过收缩后，左连杆10长度由h1缩短到h3；右连杆30经过伸长后，右连杆30长度由h1伸长到h2。此时控制左连杆10上的左直通阀一171和左直通阀二181处于断开状态，左连杆10的长度保持h3长度不变；控制右连杆30上的右直通阀一371和右直通阀二381处于断开状态，右连杆30的长度保持h2长度不变。此时可调扭杆系统提供双向抗侧滚力矩，无论轨道车辆有向左或向右侧滚趋势，可调扭杆系统都能够阻止轨道车辆的侧滚，确保行车安全。
步骤三：如图10至11所示，当轨道车辆驶出左转曲线正线进入左转缓和曲线时，打开左气阀三44，压缩空气通过左气阀三44充入左空簧40，升高左空簧40的高度；同时打开左气阀二43和右气阀二53，使左空簧40与右空簧50连通，使左空簧40与右空簧50内的压缩空气平衡，并将过量压缩空气通过中调高阀91排气，将左空簧40与右空簧50恢复到初始高度，使车体60结束倾摆状态。
如图26至27所示，当轨道车辆驶出左转曲线正线进入左转缓和 曲线时，控制左连杆10上的左直通阀一171处于连通状态、左直通阀二181处于断开状态，左连杆10处于单向随动伸长状态；控制右连杆30上的右直通阀一371处于断开状态、右直通阀二381处于连通状态，右连杆30处于单向随动收缩状态。此时可调扭杆系统只提供向左抗侧滚力矩，阻止轨道车辆向左侧滚；不会阻碍轨道车辆从左倾摆状态恢复到水平状态。
步骤四：如图7所示，当轨道车辆驶出左转缓和曲线进入直线后，保持左气阀三44和右气阀三54盖板，保持左气阀二43和右气阀二53连通，通过中调高阀91调节高度，使不同载荷时的高度保持一致。
如图24所示，当轨道车辆驶出左转缓和曲线进入直线后，左连杆10经过伸长后，左连杆长度由h3伸长到h1；右连杆30经过收缩后，右连杆长度由h2缩短到h1。此时控制左连杆10上的左直通阀一171和左直通阀二181处于断开状态，左连杆10长度保持h1不变；控制右连杆30上的右直通阀一371和右直通阀二381处于断开状态，右连杆30长度保持h1不变。此时可调扭杆系统提供双向抗侧滚力矩，无论轨道车辆有向左或向右侧滚趋势，可调扭杆系统都能够阻止轨道车辆的侧滚，确保行车安全。
液压连杆如图13所示：所述液压连杆包括：杆体3、活塞4及控制部件，活塞4活动设置在杆体3内，将杆体3分隔成液腔一31和液腔二32，液腔一31和液腔二32内充满液体介质；液腔一31通过流道一7和流道二8与液腔二32连接；流道一7上设置有直通阀一71和单向阀一72，液腔一31内的液体介质只能通过单向阀一72 和直通阀一71流向液腔二32；流道二8上设置有直通阀二81和单向阀二82，液腔二32内的液体介质只能通过单向阀二82和直通阀二81流向液腔一31。通过控制液体介质的单向流动，来实现连杆长度单向随动伸长或单向随动缩短。
液压连杆单向随动伸长如图14至16所示：在直通阀一71连通及直通阀二81断开时，液腔一31内的液体介质只能通过流道一7流向液腔二32，连杆长度在拉力作用下自由伸长；当拉力转换成压力时，液腔二32内的液体介质不能流向液腔一31，连杆长度保持不变，液压连杆处于单向随动伸长状态。
液压连杆单向随动缩短如图17至19所示：在直通阀一71断开及直通阀二81连通时，液腔二32内的液体介质只能通过流道二8流向液腔一31，连杆长度在压力作用下自由缩短；当压力转换成拉力时，液腔一31内的液体介质不能流向液腔二32，连杆长度保持不变，液压连杆处于单向随动缩短状态。
综上所述，本发明的有益效果为：轨道车辆在曲线上行驶时，通过控制进入轨道车辆两侧空簧内的压缩空气，使两侧空簧产生高差，使轨道车辆朝曲线内侧实现小幅倾摆，以提高轨道车辆曲线行驶速度。同时通过控制可调扭杆系统提供双向抗侧滚力矩或单向抗侧滚力矩，以满足轨道车辆在不同路轨上的安全行驶要求。在现有轨道车辆结构的基础上，本申请只需对轨道车辆稍加改造，就能够使轨道车辆车体产生最大3°的倾摆角，提速幅度可达10％～20％，具有结构简单、成本低的优点，具有良好的经济性和实用性，适用于现有轨道车辆的 改造和大面积推广。
以上实施例仅供说明本发明之用，而非对本发明的限制，有关技术领域的技术人员在不脱离本发明的精神和范围的情况下，还可以做出各种变化或变换，因此所有等同的技术方案也应该属于本发明的保护范围，本发明的保护范围应该由各权利要求限定。

Claims (12)

  1. 一种提高轨道车辆曲线行驶速度的方法，其特征在于：当轨道车辆在曲线行驶时，通过控制组件控制轨道车辆两侧空簧的升降，实现轨道车辆朝曲线内侧形成小幅倾摆，利用轨道车辆小幅倾摆后重力的横向分力平衡部分离心力，减少离心力的影响，从而提高轨道车辆曲线行驶速度；同时控制可调扭杆系统在不阻碍轨道车辆朝曲线内侧进行小幅倾摆的前提下，提供阻止轨道车辆朝曲线外侧翻滚的单向抗侧滚力矩，以确保轨道车辆在曲线上行驶的安全。
  2. 根据权利要求1所述的提高轨道车辆曲线行驶速度的方法，其特征在于：所述小幅倾摆是采用单边升高倾摆法或一升一降倾摆法来实现的。
  3. 根据权利要求2所述的提高轨道车辆曲线行驶速度的方法，其特征在于：所述单边升高倾摆法是指：利用轨道车辆现有的空簧系统，通过向处在曲线外侧的空簧充气，使轨道车辆车体靠曲线的外侧升高，从而使轨道车辆向曲线内侧形成小幅倾摆。
  4. 根据权利要求2所述的提高轨道车辆曲线行驶速度的方法，其特征在于：所述一升一降倾摆法是指：利用轨道车辆现有的空簧系统，通过向处在曲线外侧的空簧充气，使轨道车辆车体靠曲线的外侧升高；同时将处在曲线内侧的空簧排气，使轨道车辆车体靠曲线的内侧降低，从而使轨道车辆向曲线内侧形成小幅倾摆。
  5. 根据权利要求1至4任意一项所述的提高轨道车辆曲线行驶速度的方法，其特征在于：所述单向抗侧滚力矩是：当轨道车辆进入缓和曲线时，控制可调扭杆系统处于单向抗侧滚状态，可调扭杆系统不会 阻止轨道车辆向曲线内侧倾斜，一旦轨道车辆具有向曲线外侧翻滚趋势时，可调扭杆系统提供单向抗侧滚力矩，阻止轨道车辆向曲线外侧翻滚。
  6. 根据权利要求5所述的提高轨道车辆曲线行驶速度的方法，其特征在于：可调扭杆系统包括：扭杆和液压连杆，扭杆固定在转向架/车体上，扭杆两端分别与两根液压连杆一端铰接，两根液压连杆的另一端分别与车体/转向架的两侧铰接，连杆长度能够在：固定不变、仅能单向随动伸长或仅能单向随动缩短的状态之间转换，从而使扭杆系统提供双向抗侧滚力矩或单向抗侧滚力矩。
  7. 根据权利要求6所述的提高轨道车辆曲线行驶速度的方法，其特征在于：所述单向抗侧滚力矩是指：当轨道车辆进入缓和曲线时，控制处在曲线内侧的液压连杆长度锁定不变或处于单向随动缩短状态；控制处在曲线外侧的液压连杆处于单向随动伸长状态；在轨道车辆向曲线内侧倾斜时，处在曲线内侧的液压连杆长度锁定不变或随同轨道车辆的倾摆而缩短；处在曲线外侧的液压连杆随同轨道车辆的倾摆而伸长；一旦轨道车辆具有向曲线外侧翻滚趋势时，可调扭杆系统提供单向抗侧滚力矩，阻止轨道车辆向曲线外侧翻滚。
  8. 根据权利要求7所述的提高轨道车辆曲线行驶速度的方法，其特征在于：所述液压连杆包括：杆体(3)、活塞(4)及控制部件，活塞(4)活动设置在杆体(3)内，将杆体(3)分隔成液腔一(31)和液腔二(32)，液腔一(31)和液腔二(32)内充满液体介质；液腔一(31)通过流道一(7)和流道二(8)与液腔二(32)连接；流 道一(7)上设置有直通阀一(71)和单向阀一(72)，液腔一(31)内的液体介质只能通过单向阀一(72)和直通阀一(71)流向液腔二(32)；流道二(8)上设置有直通阀二(81)和单向阀二(82)，液腔二(32)内的液体介质只能通过单向阀二(82)和直通阀二(81)流向液腔一(31)。
  9. 根据权利要求8所述的提高轨道车辆曲线行驶速度的方法，其特征在于：在直通阀一(71)连通及直通阀二(81)断开时，液腔一(31)内的液体介质只能通过流道一(7)流向液腔二(32)，连杆长度在拉力作用下自由伸长；当拉力转换成压力时，液腔二(32)内的液体介质不能流向液腔一(31)，连杆长度保持不变，液压连杆处于单向随动伸长状态；在直通阀一(71)断开及直通阀二(81)连通时，液腔二(32)内的液体介质只能通过流道二(8)流向液腔一(31)，连杆长度在压力作用下自由缩短；当压力转换成拉力时，液腔一(31)内的液体介质不能流向液腔二(32)，连杆长度保持不变，液压连杆处于单向随动缩短状态。
  10. 一种实现权利要求1至9任意一项所述的提高轨道车辆曲线行驶速度的方法的小幅倾摆系统，包括：风缸(90)、左空簧(40)、右空簧(50)，其特征在于：还设置有控制组件，通过控制组件控制压缩空气进入左空簧(40)/右空簧(50),或从左空簧(40)/右空簧(50)排出，使左空簧(40)与右空簧(50)之间产生高差，使轨道车辆车体相对于轨面形成向曲线内侧的倾摆角β。
  11. 根据权利要求10所述的提高轨道车辆曲线行驶速度的方法的小 幅倾摆系统，其特征在于：所述控制组件包括：左调高阀(41)、左气阀一(42)、左气阀二(43)、右调高阀(51)、右气阀一(52)、右气阀二(53)及中调高阀(91)；左空簧(40)通过左气阀一(42)和左调高阀(41)与风缸(90)连接，并通过左气阀二(43)和中调高阀(91)与风缸(90)连接；右空簧(50)通过右气阀一(52)和右调高阀(51)与风缸(90)连接，并通过右气阀二(53)和中调高阀(91)与风缸(90)连接。
  12. 根据权利要求10所述的提高轨道车辆曲线行驶速度的方法的小幅倾摆系统，其特征在于：所述控制组件包括：左气阀二(43)、左气阀三(44)、左限高阀(45)、右气阀二(53)、右气阀三(54)、右限高阀(55)及中调高阀(91)；左空簧(40)通过左气阀二(43)和中调高阀(91)与风缸(90)连接、通过左气阀三(44)与风缸(90)连接，并通过左限高阀(45)排出；右空簧(50)通过右气阀二(53)和中调高阀(91)与风缸(90)连接、通过右气阀三(54)与风缸(90)连接，并通过右限高阀(55)排气。
PCT/CN2022/090556 2022-04-29 2022-04-29 一种提高轨道车辆曲线行驶速度的方法及小幅倾摆系统 Ceased WO2023206468A1 (zh)

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