System for damping vertical vibrations of railway passenger car body

FIELD: transport.

SUBSTANCE: invention relates to railway transport. The system contains vertical hydraulic dampers installed under body. Each damper is made as piston pump with discharge and free-flow intercommunicating via throttle chambers for working fluid. The throttle is equipped with rod of variable cross-section with thrusts for end positions. Throttle rod movement drive is made as return spring and solenoid. Solenoid core is connected with throttle rod. Solenoid coils are attached to output terminals of control unit. Input terminals of control unit are connected with electric power source and oscillation frequency sensors installed on body in the area of each damper location. Control unit provides automatic change of end positions of throttle rod by solenoid electric power switching on or off according to indications of corresponding sensors of body vibration frequency.

EFFECT: design simplification and improvement of car movement smoothness.

3 cl, 1 dwg

 

The technical field

The invention relates to railway transport, in particular for passenger cars and means of damping of the oscillations.

The level of technology

A known system for damping vibrations of a car body of a railway passenger car /1/containing installed under the body hydraulic dampers, each of which is made in the form of a piston pump with pressure and non-pressure cavities for the working fluid, communicating with each other through a throttle, which is converted into heat) mechanical energy of vibrations of the car. In the damping system /1/ the flow area of the choke, and hence the coefficient of the dampers are selected to provide reduction of the amplitudes of the oscillations of the car body for the most part in the area of the main resonance, i.e. in the area of low frequency fluctuations in the body. The hydraulic dampers of this system at high frequency oscillations of the body, the working fluid does not have time to flow through the throttle, dampers while like hard solids and increase the dynamic coefficient of transmission of the impact to the car body irregularities way. This is a significant disadvantage of the known /1/ system damping and proves the feasibility of using the system, the dampers which have a variable (adjustable) mn is the rising coefficient of resistance.

A known system for damping vertical oscillations of the body of the passenger car containing dampers with adjustable setting their resistance /2/. These dampers throttle system is equipped with a stem overlap throttle opening, which is connected with a drive of its travel and the ability to change the resistance coefficient of the damper. In the system with the specified stock dampers of each inductor is made with an annular groove that moves when the axial movement of the rod in the zone of the bore hole of the throttle, which results in a change in the degree of overlap bore throttle and adjusting the drag coefficient of the damper. The shank of the rod is threaded and secured in the threaded bore of the housing of the hydraulic dampers with the release of the screw head of the stem to the outside of the damper casing. Drive axial movements of the rod is provided by rotation of the head shaft manually, e.g. with a screwdriver. The advantage of this system damping /2/ is the adjustable drag coefficients after fabrication of dampers, as well as in operation depending on the quality of the railway track. A disadvantage of the known system damping /2/ is the inability to control the parameters of the resistance of the dampers during movement of the carriage.

The known system is and damping vertical oscillations of the car body by automatically adjusting parameters of the resistance of the dampers during movement of the carriage /3/. This system contains installed under the car body vertical hydraulic dampers, each of which is made in the form of a piston pump with pressure and non-pressure cavities for the working fluid, communicating with each other through the throttle with stock overlap throttle openings associated with the drive movement of the rod with the possibility of implementation due to this adjustment of the drag coefficient of the damper. The drive shaft of the throttle of each of the known damper system /3/ made in the form of an electromagnet, the core of which is connected with the rod choke coils of electromagnets connected to the output terminals of the control unit, and input terminals connected with the power source, a speed sensor carriage and the sensor oscillation frequency, mounted on the body in the area of location of each of the damper, and the algorithm of operation of the control unit provides automatic electric voltage to the electromagnet of each damper in accordance with the programmed dependence (algorithm changes) instantaneous values of the coefficient of the damper on the speed of movement of the carriage along the route and frequency of oscillation of the body in the area of installation of this damper, namely:

when fto<2 Hz;

when fto=2-4 Hz,

when fto>4 Hz;

where P=45 if V=[0-140];

if V=[140-220];

P=25 V=220,

k is the number of the hydraulic dampers on the car;

n is the number of dampers on the car;

βto- the instantaneous value of the coefficient of the k-th damper (kN·s/m);

P - coefficient taking into account the speed of the carriage;

fto- frequency oscillations of the car body in the area of installation of the k-th damper (Hz);

V - speed of movement of the carriage along the path (km/h).

This damping system /3/ based on using a very complex algorithm that determines the complexity of the system damping, in particular the control unit. This is a shortcoming of this system.

Another disadvantage of the known system damping /3/ is the instability of the output parameters of the dampers. This is due to the following circumstances.

The rod chokes in the damping system /3/ under the influence of electromagnetic field of the coil and opposing springs are constantly in limbo. When this position of the rod (and thus the coefficient of each damper) depends not only on filed in accordance with a programmed algorithm of an electrical voltage to the coil of the magnet, but also from the effect of the Oia stock of such unstable factors as the frictional force of the rod on the guide surface of the coil, the hydraulic pressure of the working fluid flow in an annular groove of the rod at different positions of the rod to the throttle opening, the dynamic forces from the vibrations of the car. Such factors account for the above-mentioned instability characteristics of the regulation, which is a disadvantage of the system damping /3/. This system is adopted in this application for the prototype.

The invention

The basis of the invention is the task of simplifying the design and improving the stability of output parameters of the system damping passenger cars.

The solution of this problem is achieved by the fact that in the known system damping vertical oscillations of the car body of railway passenger car that contains installed under the body vertically hydraulic dampers, each of which is made in the form of a piston pump with pressure and non-pressure cavities for the working fluid, interconnected through a restrictor fitted to overlap the throttle hole rod of variable cross section, associated with the actuator moving it with the possibility due to this change the drag coefficient of the damper and the actuator moves the rod is made in the form of rendering him the power who is a step in the opposite direction of spring return and electromagnet, the core of which is connected with the stem of the throttle, and the coils of electromagnets connected to the output terminals of the control unit, the input terminals of which are connected with the power source and sensors frequency oscillations that are installed on the body in the area of location of each damper in the design of each damper added two stops to the end positions of the shaft of the throttle, and in one of these positions in accordance with the programmed dependence is provided by the coefficient (βn), the rational for damping body low frequency, the other is provided by the coefficient (βin), the rational for damping oscillations of high frequency, and the control unit provides a corresponding change in the end position of the rod by automatically connecting or disconnecting the power supply of each magnet in the transition frequency fluctuations of the appropriate area of the body through its threshold value equal to 3 Hz. Programmed dependence of the drag coefficients of each of the damper from the frequency of oscillations of the car body in the area of installation of the damper is:

when f<3 Hz;

when f≥3 Hz,

where n is the number of adjustable dampers on the car;

βnthat βin- instant meant is I the drag coefficient of the damper, respectively at low and high frequency oscillations of the body in the area of installation of this damper.

In addition, the conditions for stability performance of the system drive shaft provides the force clamping the rod to any fence greater than the sum of forces applied to the rod in the opposite direction.

The introduction of these features allows you to create a system for damping oscillations of the car, which, providing increased passenger comfort due to automatic adjustment of the parameters of the damping during movement of the carriage will be compared with the known system is more simple as the algorithm steps and design will provide more stable performance.

Brief description of drawing

The essence of the invention illustrated by figure 1, which schematically describes a system for damping vertical oscillations of the car body of a railway passenger car.

The positions indicated in figure 1:

1 - hydraulic dampers;

1.1 - the body of the damper;

1.2 - rod-piston damper;

1.3 - pressure cavity of the damper;

1.4 - pressure cavity of the damper;

1.5, 1.6 - return valves damper;

1.7 - throttle orifice damper;

1.8 - stem overlap of the throttle openings of the damper;

1.9 - electromagnet (EM) actuator stem (1.8);

1.10 - induction coil;

1.11 - recoil rod 1.8 and the heart is nick electromagnet;

1.12 - top emphasis for stock 1.8;

1.13 - lower stop for the rod 1.8;

2 - sensors-frequency oscillations of the car body in the area of installation of the dampers;

3 - the control unit (BU) system damping oscillations of the car body;

4 - power source (PIS) electromagnets 1.9.

The best option of carrying out the invention

The proposed system damping vertical oscillations of the car body contains installed under the body vertically hydraulic dampers 1 (see figure 1), each of which is accommodated in the housing 1.1 rod-piston 1.2. Case 1.1 is made with two cavities for fluid - pressure cavity 1.3 and gravity cavity 1.4. The damper is equipped with two check valves, one of which (1.5) is installed in the piston, the other (1.6) in the case of the damper. Pressure cavity 1.3 communicates with the pressure cavity 1.4 through the orifice 1.7, which is covered by the stock 1.8 throttle. Stock 1.8 in the area of the throttle hole 1.7 performed with the annular groove and axial movements of the rod changes the flow area of the throttle, and hence the coefficient of the damper. Drive axial movements of the rod 1.8 is an electromagnet 1.9 reel 1.10 and core associated with the stock 1.8 throttle (in this design the stock 1.8 and the electromagnet core is made in one piece). Stock 1.8 is opruimen relative to the housing of the solenoid return spring 1.11. The throttle device provided with two stops for stock 1.8, upper focus 1.12 and lower stop 1.13. In the absence of electric current in the coil 1.10 stock 1.8 pressed against the lower stop 1.13 spring 1.11. When this is ensured annular groove of the rod relative to the throttle openings 1.7, when in accordance with the programmed dependence is implemented by the coefficient of the damper, the optimal oscillation of the car body in the area of installation of this damper with a low frequency of f<3 Hz,

when n=4

Top stop 1.13 installed in the throttle device so that when clamped thereto stem 1.8 his ring groove is installed in the throttle opening with software programmed for high frequency oscillations of the body (f≥3) the drag coefficient of the damper:

when n=4

In addition to the dampers, the proposed system is equipped with sensors 2 frequency oscillations installed in the car body on each hydraulic damper, the control unit 3 and the power source 4. Each of the sensors 2 and the power source 4 connected to the input terminals of the control unit 3, the output terminals of which are electrically connected with the coils of the electromagnets 1.9. In the control unit 3 is programmed function connecting the source 4 of the coils of the electromagnets those dampers, in the location area where the sensors 2 register high (>3 Hz) oscillation frequency of the body, and disable these coils from the power source 4, if the sensor 2 is fixed to the lower frequencies below the threshold (f<3 Hz).

The adopted control function, dual-mode operation of the hydraulic dampers with the above drag coefficients, which were determined by multivariate analysis of oscillations of a body of the passenger car in the process of computer modeling of its dynamics taking into account the real disturbing influences railroad tracks on the wagon. In its positive impact on improving the smoothness of the car given function little different from the algorithm used in the prototype /3/, however, much easier.

In the proposed design parameters electromagnets 1.9 chosen so that when applying for their coil voltage from source 4 they provide a force which presses the rod 1.8 to the upper stop 1.12 greater than the sum of the forces acting on the rod in the opposite direction: from the compressed spring 1.11 from its own weight rod 1.8, friction forces him about the guide surface of the coil from the hydraulic pressure of the working fluid flow in an annular groove of the rod in the axial direction, dynamic forces as a result of which their vibrations of the car.

Recoil 1.11 executed so that when the power is off electromagnet she presses the rod 1.8 to lower emphasis 1.13 power greater than the sum of the forces acting on the rod in the opposite direction (dynamic forces, hydraulic, friction etc).

The operation of the device

Movement of the carriage vertical oscillations of the body is called in each hydraulic damper 1, the moving rod-piston 1.2 relative to the housing 1.1. Circular movement of the piston, a piston up and down and the corresponding operation of the check valves 1.5, 1.6 hydraulic dampers work as piston pumps, pumping the working fluid from the pressure cavity 1.4 in the pressure cavity 1.3 through the orifice 1.7, where the suppressed part of the oscillation energy (converted into heat).

When installed above each damper 1 sensor 2 frequency oscillations of the car body serves the appropriate signals to the input of the control unit 3 which is supplied with the voltage from the power supply 4.

When submitting any sensor 2 signal high (above 3 Hz) frequency oscillations of the body over the corresponding damper 1 remote controller 3 applies a voltage source 4 to the electromagnet 1.9 of this damper. Occurring in the coil 1.10 magnetic field lifts the rod 1.8 up to contact with the stop 1.12. When ring p is otocka on the rod is in this position relative to the throttle opening, in which, according to the accepted differences, provided the ratio of the resistance of the damper (β=10 kN·s/m), the optimal damping body high frequency.

When the fluctuations in the body at low frequency (below 3 Hz) sensor 2 sends a signal to the control unit 4, which gives the command to turn off the electromagnet corresponding damper from the power supply. Rod-core 1.8 is due to this under the influence of the compressed return spring 1.11, whereupon it is moved down to contact with the thrust 1.13, and its annular groove takes the position that corresponds to the coefficient of the damper β=30 kN·s/m, the optimal damping of the low frequency.

In the proposed system the drag coefficients of the dampers automatically adjust the frequency of oscillations of the car body, thus reducing the dynamic impact of the way to the car, providing lower noise and vibration, improving the smoothness and durability of the car. In the proposed system dampers are independent from each other of the control circuit. They respond to different levels of frequency of oscillations of the car body. Compared with the prototype /3/ simplified management system - influence factor is excluded, the linear speed of movement of the car, greatly simplified the algorithm R the bots system, what is the consequence of the simplification of the structure of the control unit, which is essentially to Electromechanical providing dual-mode operation of the hydraulic dampers.

In addition, the proposed solution is compared with the prototype /3/ provides a higher stability of the adjustable parameters of the system damping, because instead upravomochennogo (and therefore unstable) of the stroke position of the throttle proposed rigid fixation of its extreme operating positions: on the one hand focus (1.12 or 1.13), and with the other hand holding this focusing force of the actuator is larger than the set of all possible forces acting on the stem of the throttle in the opposite directions, which eliminates the possibility of waste stock throttle from this focus from the action of the rod is dynamic, hydraulic, friction and other security factors. The change of the stroke position of the throttle, and hence the drag coefficient of the damper is possible in this system only the regular operation of the control unit.

Thus, thanks to the introduction of these distinctive features reached a certain technical result is ensured simplify the design of the system and increased the stability of its performance, which confirms the decision of the task.

When technical analysis is an economic solution to meet the criteria of "novelty" and "inventive level" is set, the introduction of the proposed differences is new and this novelty leads to new technical result. Introduced emphasises the extreme positions of the rod chokes, it is the speed sensor, introduced a new algorithm steps of the control unit. These characteristics provide new properties of the actuator moves the rod chokes guarantee the stability performance of the system. This means that a new part of the system elements with their new location, number and new connections.

Through the proposed technical solution achieved a result that meets existing needs - simplification of the structure, stability enhancement system damping, which, according to preliminary calculations, allows to increase the smoothness of passenger cars by about 6-9%.

Industrial applicability

The invention can be applied, therefore, it meets the criterion of "industrial applicability".

Currently developed technical documentation, preparing production test cars with the proposed damping system.

Sources of information

1. Sokolov M., Barabbas, VN, Leviticus G.M. vibration Dampers rolling stock. M., "Transport", 1985, p.17, 2.1.

2. The damper of the suspension of the vehicle. RF patent №2235233, C2, MK is 7: F16F, 5/00, 9/18, 9/34, 9/36. Publ. 27.08.2004, bull. No. 24.

3. System damping vertical oscillations of the car body of a railway passenger car. RF patent for the invention №2386063, IPC F16F 5/00, 9/18. Publ. 10.04.2010. Bull. 10.

1. System damping vertical oscillations of the car body of railway passenger car that contains installed under the body vertical hydraulic dampers, each of which is made in the form of a piston pump with pressure and non-pressure cavities for the working fluid, interconnected through a restrictor fitted to overlap the throttle hole rod of variable cross section, connected to the drive of his movements, with implementation due to this change the drag coefficient of the damper and the actuator moves the rod is made in the form of rendering him a force in the opposite direction of spring return and an electromagnet, the core of which is connected with the rod choke coils of electromagnets connected to the output terminals control unit, input terminals of which are connected with the power source and sensors frequency oscillations that are installed on the body in the area of location of each damper, characterized in that the design of each damper introduced two stops to the end positions of the shaft of the throttle which are implemented in the design according to the programmed depending on the frequency of oscillation of the car body drag coefficient of the damper (β n) and (βin)which minimizes the vertical acceleration of the body during vibration of the low and high frequency, respectively, and the control unit are made with automatic change of the extreme positions of the rod by filing or power of magnets according to the indications of the respective sensors of the vibration frequency of the body.

2. System damping vertical oscillations of the car body of a railway passenger car according to claim 1, characterized in that the programmed dependence coefficients (βn) and (βin) resistance of each of the damper from the frequency of oscillations of the car body is:
at frequency fto<3 Hz,
at frequency fin≥3 Hz,
where n is the number of the above dampers on the car.

3. System damping vertical oscillations of the car body of a railway passenger car according to claim 1, characterized in that the drive shaft provides the contact force of the rod to any fence greater than the sum of the forces acting on the rod in the opposite direction.



 

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2 cl, 1 dwg

FIELD: transport.

SUBSTANCE: invention relates to devices for transporter-launcher container (TLC) suspension. System of vertical cushioning includes pendulum gear containing surrounding TLC resting device which is kinematically connected using two first links with pneumatic shock absorbers which are installed on corresponding stationary platforms installed in the upper part of mine construction (MC). Plunger of each pneumatic shock absorber is contacting with rocker arm which is by its one end fixed on MC wall with possibility to rotate in vertical plane and by its other end is connected with the first link. Resting device is made as pivotally connected with the first links power ring on which bearing are mounted in which stud bolts are installed on which drum is fixed. Each stud bolt is made with axial bolt interacting with mating spherical pivot mounted on TLC. On the drum along circumference, radial retainers are installed which interact with mating TLC elements. System of horizontal cushioning includes upper and lower tiers of cushioning each one of which contains four damping devices which are fixed on MC wall and via lever mechanisms with the second links are kinematically connected with TLC using corresponding adapters.

EFFECT: higher reliability of device for TLC cushioning.

3 cl, 8 dwg

FIELD: machine building.

SUBSTANCE: unit of vibration absorption consists of two interconnected pneumatic elements made as closed elastic chambers filled with compressed air. The pneumatic elements are interconnected and connected with a source of compressed air by means of damping channels. The channels are flexible tubes made of elastic material with a calibrated internal cylindrical surface having throttling properties. The system of pneumatic elements or each of them are separately enclosed in a shell of three layers. The outer antifriction layer is made, for example, of woven-wire-cloth containing strong elastic fibres. The middles elastic woven layer is made, for example, of elastic synthetic fibres. The inner layer is made of solid protective material, such as industrial fabric. One of the pneumatic elements is connected to a valve for controlling pressure in the chambers of pneumatic elements, and the other one is to a source of compressed air.

EFFECT: increased efficiency of vibration isolation.

2 cl, 4 dwg

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