Method for improving curvilinear running speed of railway vehicle and smart tilting system
A method for improving the curvilinear running speed of railway vehicles and the small tilting system: when the railway vehicle is driven on a curve, the raising and falling of air springs on both sides of the railway vehicle are controlled by a control assembly to realize small tilting of the railway vehicle toward the inner side of the curve; the transverse component of gravity after the small tilting of the railway vehicle is used for balancing part of the centrifugal force and reducing the influence of the centrifugal force, thereby improving the curve driving speed of the railway vehicle; and at the same time, an adjustable torsion bar system is controlled to provide a unidirectional anti-rolling torque for preventing the railway vehicle from rolling toward the outer side of the curve without hindering the railway vehicle from tilting slightly toward the inner side of the curve.
1 . A method for improving a curvilinear running speed of a railway vehicle, wherein when the railway vehicle is driven on a curve, raising and falling of air springs on both sides of the railway vehicle are controlled by a control assembly to realize tilting of the railway vehicle toward an inner side of the curve; a transverse component of gravity after the tilting of the railway vehicle is used for balancing part of a centrifugal force and reducing an influence of the centrifugal force, thereby improving a curve driving speed of the railway vehicle; and meanwhile, an adjustable torsion bar system is controlled to provide a unidirectional anti-rolling torque for preventing the railway vehicle from rolling toward an outer side of the curve without hindering the railway vehicle from tilting slightly toward the inner side of the curve, so as to ensure driving safety of the railway vehicle on the curve,
wherein when the railway vehicle enters a transition curve, the adjustable torsion bar system is controlled to be in a unidirectional anti-rolling state, and the adjustable torsion bar system does not prevent the railway vehicle from tilting to the inner side of the curve; once the railway vehicle has a tendency to roll to the outer side of the curve, the adjustable torsion bar system provides the unidirectional anti-rolling torque to prevent the railway vehicle from rolling to the outer side of the curve,
wherein the adjustable torsion bar system comprises: a torsion bar and two hydraulic connecting rods; the torsion bar is fixed on a bogie or a vehicle body; two ends of the torsion bar are hinged with one end of each of the two hydraulic connecting rods respectively; another end of each of the two hydraulic connecting rods is hinged with two sides of the vehicle body or the bogie respectively; a length of the two hydraulic connecting rods is capable of being transformed between a fixing state, a unidirectional follow-up elongation only state, or a unidirectional follow-up shortening only state, so that the adjustable torsion bar system provides a bidirectional anti-rolling torque or the unidirectional anti-rolling torque, and
wherein when the railway vehicle enters the transition curve, a length of one of the two hydraulic connecting rods on the inner side of the curve is controlled to be locked and unchanged or in a unidirectional follow-up shortening state; another one of the two hydraulic connecting rods on the outer side of the curve is controlled to be in a unidirectional follow-up elongation state; when the railway vehicle inclines to the inner side of the curve, the length of the one of the two hydraulic connecting rods on the inner side of the curve is locked and unchanged or shortened with the tilting of the railway vehicle; the another one of the two hydraulic connecting rods on the outer side of the curve extends with a swing of the railway vehicle; and once the railway vehicle has a tendency to roll to the outer side of the curve, the adjustable torsion bar system provides the unidirectional anti-rolling torque to prevent the railway vehicle from rolling to the outer side of the curve.
2 . The method for improving the curvilinear running speed of the railway vehicle according to claim 1 , wherein the tilting is realized by using a unilateral ascending tilting method or a one-ascending and one-descending tilting method.
3 . The method for improving the curvilinear running speed of the railway vehicle according to claim 2 , wherein in the unilateral ascending tilting method, an air spring on the outer side of the curve is inflated using an existing air spring system of the railway vehicle to make a vehicle body of the railway vehicle raised near the outer side of the curve, so that the railway vehicle has tilting to the inner side of the curve.
4 . The method for improving the curvilinear running speed of the railway vehicle according to claim 2 , wherein in the one-ascending and one-descending tilting method, an air spring on the outer side of the curve is inflated using an existing air spring system of the railway vehicle to make a vehicle body of the railway vehicle raised near the outer side of the curve; and meanwhile, an air spring on the inner side of the curve is deflated to make the vehicle body of the railway vehicle descended near the inner side of the curve, so that the railway vehicle has tilting to the inner side of the curve.
5 . The method for improving the curvilinear running speed of the railway vehicle according to claim 1 , wherein each of the two hydraulic connecting rods comprises: a rod body, a piston and a control component; the piston is movably arranged in the rod body; the rod body is divided into a liquid cavity I and a liquid cavity II; the liquid cavity I and the liquid cavity II are filled with liquid media; the liquid cavity I is connected with the liquid cavity II through a flow channel I and a flow channel II; a straight-through valve I and a check valve I are arranged on the flow channel I; the liquid media in the liquid cavity I can only flow to the liquid cavity II through the check valve I and the straight-through valve I; a straight-through valve II and a check valve II are arranged on the flow channel II; and the liquid media in the liquid cavity II can only flow to the liquid cavity I through the check valve II and the straight-through valve II.
6 . The method for improving the curvilinear running speed of the railway vehicle according to claim 5 , wherein when the straight-through valve I is connected and the straight-through valve II is disconnected, the liquid media in the liquid cavity I can only flow to the liquid cavity II through the flow channel I, and the length of the two hydraulic connecting rods is freely elongated under an action of tension; and when the tension is converted into pressure, the liquid media in the liquid cavity II cannot flow to the liquid cavity I, the length of the two hydraulic connecting rods remains unchanged, and the two hydraulic connecting rods are in the unidirectional follow-up elongation state, when the straight-through valve I is disconnected and the straight-through valve II is connected, the liquid media in the liquid cavity II can only flow to the liquid cavity I through the flow channel II, and the length of the two hydraulic connecting rods is freely shortened under an action of pressure; and when the pressure is converted into tension, the liquid media in the liquid cavity I cannot flow to the liquid cavity II, the length of the two hydraulic connecting rods remains unchanged, and the two hydraulic connecting rods are in the unidirectional follow-up shortening state.