Swaying Control of High-speed EMVs Using Active Lateral Secondary Suspension

doi:10.3901/JME.2024.22.340

Abstract

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

CLC Number:

U211

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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