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CN-122014778-A - Electromechanical integrated impedance synthetic vibration damping actuator, system and method for railway vehicle

CN122014778ACN 122014778 ACN122014778 ACN 122014778ACN-122014778-A

Abstract

The invention relates to an electromechanical integrated impedance synthesis vibration reduction actuator, a system and a method for a railway vehicle, wherein the vibration reduction actuator comprises an electric cylinder actuator main body, a screw nut and a screw rod push rod, wherein the electric cylinder actuator main body comprises an electric cylinder shell, the screw nut rotates relative to the electric cylinder shell in situ, the screw rod push rod is limited to rotate and penetrates through the screw rod nut, the screw rod nut rotates under the drive of a driving assembly and drives the screw rod push rod to stretch along the axial direction, an integrated control box assembly is connected with the electric cylinder actuator main body and comprises a load control module, the load control module is connected with a circuit loop of the driving assembly and used for adjusting impedance parameters of the circuit loop, the load control module comprises at least one of a fixed value resistor, a controllable resistor, a fixed value inductor, a controllable inductor, a fixed value capacitor and a controllable capacitor, and the load control module synthesizes target mechanical impedance characteristics on the electric cylinder actuator main body by adjusting elements connected with the circuit loop.

Inventors

  • ZHANG NONG
  • LIU MINGXING
  • ZHONG WEIMIN

Assignees

  • 张农

Dates

Publication Date
20260512
Application Date
20260317
Priority Date
20251224

Claims (15)

  1. 1. An electro-mechanical integrated multi-mode vibration damping actuator, comprising: The electric cylinder actuator comprises an electric cylinder actuator main body (200), an integrated control box assembly (100), a load control module (101) and a control module, wherein the electric cylinder actuator main body comprises an electric cylinder shell (204), a screw nut (207) which rotates in situ relative to the electric cylinder shell (204) and a screw push rod (202) which is limited to rotate and penetrates through the screw nut (207), the screw nut (207) rotates under the drive of a driving assembly and drives the screw push rod (202) to axially stretch out and draw back, the integrated control box assembly (100) is connected with the electric cylinder actuator main body (200) and comprises the load control module (101), and the load control module (101) is connected with a circuit loop of the driving assembly and is used for adjusting impedance parameters of the circuit loop; The load control module (101) comprises at least one of a fixed resistor (111), a controllable resistor (114), a fixed inductor (112), a controllable inductor (116), a fixed capacitor (113) and a controllable capacitor (115), and the load control module (101) synthesizes target mechanical impedance characteristics on the electric cylinder actuator main body (200) by adjusting elements connected into the circuit loop.
  2. 2. The vibration damper according to claim 1, wherein the driving assembly is a frameless motor (119), the frameless motor (119) includes a motor stator winding (205) fixedly mounted to an inner wall of the electric cylinder housing (204) and a permanent magnet rotor (206) provided to an outer peripheral surface of the lead screw nut (207), and the lead screw nut (207) is rotatably supported in the electric cylinder housing (204) through an angular contact bearing (211).
  3. 3. The vibration damper actuator according to claim 1 or 2, characterized in that the screw nut (207) is in driving connection with the screw rod (202) via a planetary roller screw assembly (212), the planetary roller screw assembly (212) comprising a plurality of planetary rollers (222) distributed around the screw rod (202), a cage (221) and a synchronizing gear ring (224).
  4. 4. A vibration damper according to any one of claims 1-3, further comprising a flexible protective cover (214), one end of the flexible protective cover (214) being covered to an end of the electric cylinder housing (204), the other end being connected to an extended end of the screw push rod (202) for covering an extended portion of the screw push rod (202).
  5. 5. The vibration damping actuator according to any one of claims 1-4, characterized in that a sensor and a driving module seat (213) are integrated at an end of the electric cylinder actuator main body (200), a position sensor for detecting position information of the screw nut (207), a motion state sensor for detecting a motion state, and a fault monitoring sensor for monitoring a fault are provided inside the electric cylinder actuator main body, and the sensor and the driving module seat (213) are electrically connected to the integrated control box assembly (100).
  6. 6. The vibration reduction actuator according to any one of claims 1 to 5, wherein a connecting bushing (201) is connected to an end portion of the screw rod pushing rod (202), the connecting bushing (201) is a composite node with fixed rigidity or variable rigidity, and a wiring port (102) for connecting an external cable is provided on an outer wall of the integrated control box assembly (100).
  7. 7. A rail vehicle electrified interconnection suspension system comprising: At least two electromechanical vibration reduction devices respectively arranged at different suspension positions of the railway vehicle, wherein each electromechanical vibration reduction device comprises a frameless motor (119) capable of performing interconversion between mechanical energy and electric energy; -a connection cable (401) for establishing an electrical transmission channel between said at least two electromechanical damping devices; A zone controller (402) configured to control a circuit connection relationship between the at least two electromechanical vibration damping devices; Wherein the zone controller (402) is configured to: under the first working condition, the connection cable (401) is controlled to be conducted, so that electric energy generated by the frameless motors (119) of the at least two electromechanical vibration reduction devices are mutually interacted to synthesize a coupling electromagnetic moment; And under the second working condition, controlling and changing the circuit connection relation to enable the frameless motors (119) of the at least two electromechanical vibration reduction devices to be in decoupling operation.
  8. 8. The suspension system of claim 7, further comprising a central controller (403), wherein the zone controller (402) is communicatively coupled to the central controller (403), wherein the central controller (403) is configured to send control instructions to the zone controller (402) to coordinate operation of the electromechanical vibration reduction devices in different zones based on the complete vehicle operating state and route information of the rail vehicle.
  9. 9. The suspension system according to claim 7 or 8, wherein the arrangement position of the electromechanical damping device comprises at least one of a primary suspension position arranged between the wheel set and the bogie frame (502), a secondary vertical or lateral suspension position arranged between the bogie frame (502) and the vehicle body (501), and an anti-hunting mounting position arranged between the bogie frame (502) and the vehicle body (501).
  10. 10. The suspension system according to any one of claims 7-9, wherein the first condition includes rolling or pitching of the rail vehicle, and wherein the zone controller (402) controls the electromechanical vibration dampers on both left and right sides of the same bogie to be electrically interconnected when rolling occurs, so that induced electromotive forces generated by the electromechanical vibration dampers are coupled to each other to generate anti-rolling moment.
  11. 11. Suspension system according to any of claims 7-10, wherein the connection cable (401) is further configured as an energy transmission channel, and wherein when one of the electromechanical damping devices is in a power generating state, the generated electrical energy is transmitted via the connection cable (401) to the other of the electromechanical damping devices in a power consuming state or to an energy storage unit.
  12. 12. A method of impedance synthesis damping, characterized by being applied to a damping device comprising a frameless motor (119) and a load control module (101), the method comprising the steps of: acquiring running state data of the vibration damper, and determining a vibration damping working mode according to the running state data; Controlling the action of a MOSFET switch (117) within the load control module (101) with an integrated circuit controller (118) to change a circuit network parameter of access to the frameless motor (119); When the mechanical damping characteristics are needed to be synthesized, controlling parameters of an access fixed-value resistor (111) or a regulating controllable resistor (114), and generating electromagnetic damping force by utilizing the resistance characteristics; when the mechanical rigidity characteristic is required to be synthesized, controlling the parameters of the access fixed-value inductor (112) or the adjustment controllable inductor (116), and generating electromagnetic restoring force by utilizing the inductance characteristic; When the mechanical inertia characteristic is needed to be synthesized, the fixed-value capacitor (113) is controlled to be connected or the parameter of the controllable capacitor (115) is regulated, and the electromagnetic inertia force is generated by utilizing the capacitance characteristic.
  13. 13. The impedance synthesis vibration reduction method according to claim 12, wherein the vibration reduction operation mode comprises a passive mode in which the MOSFET switch (117) is controlled to enable a fixed resistor (111) to be connected into a circuit, constant damping is generated by utilizing counter electromotive force of the frameless motor (119), a semi-active mode in which a damping coefficient is changed in real time by adjusting the resistance value of the controllable resistor (114) according to the operation state data, an active mode in which the frameless motor (119) is driven by an external power supply to output active control force, and an energy feeding mode in which electric energy generated by the frameless motor (119) is fed back to an energy storage unit or an on-vehicle electric network through a rectifying circuit.
  14. 14. The method of impedance synthesis damping according to claim 12 or 13, wherein the step of adjusting parameters of the controllable resistor (114), the controllable inductor (116) or the controllable capacitor (115) specifically comprises controlling the on-off state of the MOSFET switch (117) by the integrated circuit controller (118), realizing a stepwise adjustment of equivalent parameters by changing the combination form, number or kind of constant value elements of the access circuit, or realizing a stepless adjustment of equivalent parameters by adjusting the on-time or state of the MOSFET switch (117).
  15. 15. The method of impedance synthetic vibration damping according to any of claims 12-14, further comprising a fault-directed safety step of forcing the load control module (101) to switch to passive mode when failure of the integrated circuit controller (118) or interruption of external power supply is detected, and switching a preset fixed value resistor (111) into the loop of the frameless motor (119) to provide constant safety damping.

Description

Electromechanical integrated impedance synthetic vibration damping actuator, system and method for railway vehicle Technical Field The invention relates to the technical field of vibration reduction actuators, in particular to an electromechanical integrated impedance synthesis vibration reduction actuator, a system and a method for a railway vehicle. Background Along with the rapid development of the rail transportation technology in the directions of high speed, light weight and intelligence, the running speed of the train is continuously improved, and extremely high requirements are provided for the vibration reduction performance, the safety and the riding comfort of the vehicle suspension system. The suspension system is used as a key link for connecting the vehicle body and the bogie, and has the core function of relieving impact and vibration caused by unsmooth lines. Currently, rail vehicles mainly employ passive or semi-active hydraulic shock absorbers as the primary flow damping element, relying on the damping force generated by the fluid flowing through the orifice to dissipate the vibrational energy. However, conventional hydraulic damping techniques have many inherent drawbacks that are difficult to overcome in physical limits and system applications. Firstly, because the single-rod hydraulic shock absorber structurally comprises a piston rod, the effective acting areas of a rod cavity and a rodless cavity are different, so that the generated damping force is naturally asymmetric in the stretching and compression strokes even under the same movement speed, the asymmetry of the physical characteristic is difficult to fully compensate through valve system adjustment, and the attitude control stability of a vehicle under specific disturbance is influenced. Secondly, the hydraulic oil is extremely sensitive to temperature change, and under the condition that the temperature difference is large in cross-region operation or the oil temperature is increased due to long-time continuous operation, the viscosity of the oil can be obviously changed, so that the damping characteristic is greatly shifted, namely a so-called thermal attenuation phenomenon is caused, and the consistency of vibration reduction is seriously affected. Furthermore, hydraulic systems inevitably suffer from dynamic seal wear, which not only causes risk of oil leakage, contaminates the operating environment, but also, once leakage occurs, the shock absorber is at risk of complete failure, high maintenance costs and difficult detection. In order to solve the limitations of hydraulic suspension, the prior art has gradually developed active or semi-active suspension schemes based on electromagnetic principles, trying to replace hydraulic cylinders with electric motor driven mechanical transmission mechanisms. For example, the prior art, such as CN107563001a, discloses a planetary roller screw electromechanical actuator that converts rotary motion into linear motion by a screw using a rotary motor. Although such electromagnetic actuators solve the problems of oil leakage and asymmetry, they still have significant drawbacks in structural design and energy management. In particular, existing electromechanical actuators often lack an effective electromechanical decoupling mechanism, i.e., the motor rotor is often required to directly bear the static gravitational load of the vehicle. In order to maintain the height of the vehicle body or balance static load, the motor must continuously output a large direct current torque, so that the motor is in a high-load working state for a long time, and a large amount of heat is generated, namely, the problem of locked-rotor overheating is solved. This not only greatly increases the energy consumption of the system, but also forces the designer to choose a larger, higher power motor to handle the heat load, contrary to the original design of light weight. In addition, in terms of control strategies, the prior art relies on traditional PID control or simple force closed-loop control, lacks flexible adjustment capability to mechanical impedance characteristics (damping, rigidity and inertia capacity), and is difficult to cope with complex and variable wheel-rail contact states. The prior art is also faced with performance versus construction conflicts from a system level application of the suspension system, for example in roll or anti-roll control. The traditional anti-rolling system mostly adopts a passive mechanical torsion bar, the rigidity of the torsion bar is not adjustable, so that when the anti-rolling rigidity of a vehicle is ensured to improve the safety, the flexibility in the process of passing through curves or coping with torsion working conditions is often sacrificed, and the safety indexes such as derailment coefficients are influenced. While prior art such as CN115782501a attempts to achieve variable stiffness control using hydraulically interconnected suspension systems, such systems