基于二系横向主动悬挂的高速列车晃车控制

doi:10.3901/JME.2024.22.340

摘要/Abstract

摘要： 针对高速列车在轮轨低锥度状态下发生的一次蛇行即晃车问题，提出二系横向主动悬挂控制方法，改善车辆的蛇行运动稳定性和运行平稳性。建立车辆主动悬挂系统动力学模型，输入实测的轮轨廓形和抗蛇行减振器参数，采用线路试验结果验证模型。设计主动悬挂布置方案，提出天棚阻尼、刚度和惯容器等全主动控制策略，并验证典型半主动控制策略对晃车的抑制效果，讨论增益系数、卸荷力和控制时滞等影响。试验和仿真结果表明：轮轨低锥度下发生晃车的原因主要是蛇行模态与车体摇头模态和上心滚摆模态发生耦合，车体横向加速度超过0.10g，主频为1.4 Hz左右，横向平稳性指标超过3.0；天棚阻尼全主动控制能够有效抑制晃车，各项动力学指标都显著降低，车速越高所需要的阻尼系数越大，建议取30 kN·s/m以上；相比于整车安装4根作动器情况，当仅半数作动器工作时需要提高阻尼系数和卸荷力至两倍才能抑制晃车；天棚刚度控制能够抑制晃车，改变了车体固有模态频率和阻尼比进而改变共振条件，车速越高所需要的刚度系数越大，建议取1.0 MN/m以上；天棚惯容器控制仅能将横向平稳性指标控制在2.75左右，不能完全抑制晃车；车速越高所允许的临界时滞越小，针对晃车工况时滞应小于100 ms。主动横向悬挂能够综合提高车辆动力学性能，对提升高速列车的广域适应性具有重要意义。

关键词: 动力学, 主动横向悬挂, 蛇行稳定性, 运行平稳性

Abstract: Aiming at the high-speed train swaying issue occurs at low wheel-rail conicity, a secondary lateral active suspension control method is proposed to improve the hunting motion stability and ride comfort of the vehicle. A dynamic model of the active lateral suspension system of a vehicle is established, in which the field measured wheel/rail profiles and yaw damper parameters are used, and the on-track test results are used to verify the model. Design the active lateral suspension layout scheme, study the full active control of Skyhook damping, stiffness and inerter container, and the effect of typical semi-active control strategies on the restraint of the vehicle swaying. The effects of control gain, blow-off force and control time delay on the control effort are examined. The test and simulation results show that it is the coupling between the hunting mode, the shaking mode and the upper-center rolling mode of the car body causes the vehicle swaying under low wheel-rail conicity. The lateral acceleration on car body exceeds 0.10 g with dominant frequency around 1.4 Hz, and the lateral Sperling index exceeds 3.0. The full active Skyhook damping control can effectively suppress the vehicle swaying, and the dynamic performance indices are significantly reduced. The higher the vehicle speed, the greater the damping coefficient required, and it is recommended to set over 30 kN·s/m. Compared with the installation of 4 active actuators on the whole vehicle, when only half of the actuators work, the damping coefficient and blow-off force need to be doubled to suppress the vehicle swaying. The Skyhook stiffness control can restrain the vehicle swaying by changing the natural frequency and damping ratio of the car body to avoid the resonance with the hunting mode. The higher the vehicle speed, the greater the stiffness gain required, and it is recommended to set over 1.0 MN/m. The Skyhook inerter control cannot completely suppress the swaying but only drop the lateral Sperling index to about 2.75. The higher the vehicle speed, the smaller the allowable critical time delay, and the time delay should be less than 100 ms for the vehicle swaying control. Active lateral suspension can comprehensively improve vehicle dynamics, which is of great significance to enhance the wide-area adaptability of high-speed trains.

Key words: dynamics, active latera suspension, nunting stability, ride comfort

中图分类号:

U211

石怀龙, 曾京. 基于二系横向主动悬挂的高速列车晃车控制[J]. 机械工程学报, 2024, 60(22): 340-350.

SHI Huailong, ZENG Jing. Swaying Control of High-speed EMVs Using Active Lateral Secondary Suspension[J]. Journal of Mechanical Engineering, 2024, 60(22): 340-350.

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