Provided is a method for controlling an anti-yaw damper, including: obtaining lateral acceleration signals of a frame and performing a first preprocessing on the lateral acceleration signals; obtaining a pressure difference between two chambers of an anti-yaw damper piston and performing a second preprocessing of the pressure difference; obtaining an MPPT algorithm objective function value at the current moment and an MPPT algorithm objective function value at the previous moment according to first preprocessing results and second preprocessing results, and comparing the MPPT algorithm objective function value at the current moment with the MPPT algorithm objective function value at the previous moment; and controlling the adjustment direction of an electromagnetic proportional valve of the anti-yaw damper according to the comparison result. According to the method, the damping force of the anti-yaw damper can be adjusted in real time, therefore the adaptability of the damper in different wheel wear conditions and the kinetic stability of a motor train unit are improved. Also provided is an apparatus for controlling an anti-yaw damper.

A running gear for a rail vehicle includes first and second independent wheel assemblies on opposite sides of a longitudinal vertical median plane of the running gear, each having an independent wheel and a bearing assembly for guiding the wheel about a revolution axis fixed relative to the bearing assembly. In a reference position of the running gear, the revolution axes of the first and second wheel assemblies are coaxial and perpendicular to the longitudinal vertical median plane. The running gear further includes one or more steering actuators for moving the bearing assembly of at least one of the two wheel assemblies away from the reference position in a longitudinal direction parallel to the longitudinal vertical median plane, a wheel flange contact detection unit for detecting a contact between a flange of the wheel with a rail, and a controller for controlling the one or more steering actuators.

A rail vehicle tilting system, comprising a controller (101), a high-pressure air cylinder (102), a left side air spring (105), a right side air spring (107), a left side additional air chamber (106), a right side additional air chamber (108), a first three-position electromagnetic proportional flow valve (109), a second three-position electromagnetic proportional flow valve (110), a sensor, a differential pressure valve (104) and a two-position switch valve (111). The left side air spring (105) is in communication with the left side additional air chamber (106); the right side air spring (107) is in communication with the right side additional air chamber (108); the sensor is used for collecting data of a rail vehicle during running, and transmitting the collected data to the controller (101); the controller (101) controls, according to data collected by the sensor, the first three-position electromagnetic proportional flow valve (109) and the second three-position electromagnetic proportional flow valve (110); the differential pressure valve (104) is used for enabling the left side additional air chamber (106) to be in communication with the right side additional air chamber (108); and the two-position switch valve (111) is respectively in communication with the left side additional air chamber (106) and the right side additional air chamber (108) by means of pipelines. Also disclosed are a rail vehicle tilting control method and a rail vehicle.

A system and method are disclosed enabling the use of electromagnetic engines to traverse a wheeled bogie assembly across a plurality of rails. The electromagnetic engines may be used within a rail assembly comprising four rails and a frog assembly. Further, the electromagnetic engines may be used to traverse between a straight path and a turnout path at a non-moving rail switch having a frog assembly. In one aspect, an algorithm for powering various coils is disclosed wherein the algorithm controls the power level to switch tracks connected to the frog assembly.

A measuring device is applied to an active damping system, the active damping system including a damper having a plurality of sensors and a plurality of actuators, the damper being arranged on an object to be subjected to damping. The measuring device includes: a transmission characteristic storage unit configured to store a plurality of transmission characteristics calculated from driving signals and vibration state signals; a damping performance setting unit configured to set damping performance including the amount of vibration reduction required of the active damping system and a frequency of vibration; and a damper configuration calculator configured to calculate how many the number of the sensors and actuators for the damper is increased or decreased on the basis of the transmission characteristics and the damping performance, with the increase or decrease being necessary in order that the damping performance set in the damping performance setting unit is satisfied.

Provided is a liquid pressure device having no dead band in generation of force and causing no contamination, the liquid pressure device including a bottom cap and a head cap welded to an outer tube, and a rod guide fastened to the head cap, and one end of a pipe is fit in the bottom cap and the other end of the pipe is fit in the rod guide, and the bottom cap and the rod guide sandwich a cylinder. Accordingly, the liquid pressure device of the present invention can add shaft force to the cylinder while supporting the pipe, an inside of which is isolated from a tank, by the bottom cap and the rod guide, and does not need to braze the pipe to the bottom cap. Therefore, the liquid pressure device of the present invention has no dead band in generation of force and causes no contamination.

A high-speed rail train bogie frame includes side sills and cross beams located between the side sills, and each of the side sills is provided with an air spring seat configured to install an air spring; wherein each of the cross beams has a seamless steel tube structure; the frame further includes a passage, and a main air chamber of the air spring and a cavity of the cross beam are in communication with each other through the passage; and an anti-roll bar seat configured to install an anti-roll bar is welded below the side sill, and the anti-roll bar seat is in a circular arc transition with a bottom of the side sill, to form a dovetail structure.

The vehicle including an active suspension system (22) parameterized by a set of adjustment parameters. The railway track is cut into segments. For each segment (T), the method includes campaigns for optimization of the set of parameters, such that: during the first campaign, to each passage of the suspension system (22) on the segment (T), a first set of parameters, specific to this passage, is predefined and applied to the suspension system (22), and a comfort quality index is calculated, and then a metaheuristic algorithm is applied for determining second sets of parameters, and during each following optimization campaign, at each passage of the suspension system over the segment, one of the determined sets of parameters by the previous optimization campaign is applied to the suspension system, and the comfort quality index is calculated, and then the metaheuristic algorithm is applied in order to determine new sets of parameters.

A semi-active anti-yaw damper (100), a damping system and a vehicle are provided. When a piston (2) of the semi-active anti-yaw damper (100) reciprocates in the hydraulic cylinder (1), an interior of the hydraulic cylinder (1) is divided into two cylinder blocks (PA, PB). The semi-active anti-yaw damper (100) includes at least two parallel branches (B1, B2), the two ends of each of the parallel branches (B1, B2) are connected to the two cylinder blocks (PA, PB), respectively, and each of the parallel branches (B1, B2) is provided with an adjustable solenoid valve (PV), and the adjustable solenoid valve (PV) is configured to adjust a damping coefficient of the semi-active anti-yaw damper (100) when the semi-active anti-yaw damper (100) is in a semi-active mode.

An active control anti-yaw damper (100) is provided. When a piston (2) of the active control anti-yaw damper (100) reciprocates inside a hydraulic cylinder (1), an interior of the hydraulic cylinder (1) is divided into two cylinder blocks (PA, PB) which communicate with an oil reservoir through two main oil lines respectively to form a primary loop between the hydraulic cylinder (1) and the oil reservoir; a reversing valve (PV3) is installed between the two main oil lines and the oil reservoir and is configured to change a flow direction of the primary loop when the active control anti-yaw damper (100) is in an active mode and adjust a displacement of the piston (2) within the hydraulic cylinder (1).