CN110641501B

CN110641501B - Torque control method for dynamic behavior of rolling, nodding and shaking head of high-speed train

Info

Publication number: CN110641501B
Application number: CN201911053251.5A
Authority: CN
Inventors: 张春巍; 王昊; 徐洋
Original assignee: Qingdao University of Technology
Current assignee: Qingdao University of Technology
Priority date: 2019-10-31
Filing date: 2019-10-31
Publication date: 2021-08-13
Anticipated expiration: 2039-10-31
Also published as: WO2021082441A1; CN110641501A

Abstract

The present application discloses a torque control method for the dynamic behavior of rolling, nodding, and shaking a high-speed train according to the embodiment of the present application. The high-speed train includes a control device, and the control device includes a rear control module, a train lateral control module, a roof and a In the vehicle bottom control module, the three control modules cooperate with each other to generate the control torque in the corresponding direction, which directly acts on the train body, and respectively suppresses the dynamic behavior of rolling, nodding, and shaking the high-speed train. The method directly generates the control torque acting on the car body, and realizes the restraint of the train's rotational dynamic behavior such as rolling, nodding, and shaking.

Description

Moment control method for dynamic behavior of high-speed train side rolling, nodding and shaking

Technical Field

The embodiment of the application relates to the technical field of railway engineering vibration suppression and other related engineering, in particular to a moment control method for side rolling, nodding and shaking dynamic behaviors of a high-speed train.

Background

The high-speed railway has the advantages of high speed, low energy consumption, large transport capacity, safety and the like, and becomes a harmonious friendly green vehicle which is preferentially developed in various countries in the world.

The vibration control system is reasonably installed in the structures such as the vehicle and the like, so that the unfavorable dynamic behavior of the vehicle can be effectively reduced, the dynamic response of the vehicle body is reduced, the stability of the vehicle body is maintained, the damage and the damage of the vehicle body are reduced, the comfort level of passengers is ensured, and the reasonable balance of safety, economy and comfort reliability is achieved. Numerous studies have shown that: the vibration control device such as a train suspension system can effectively reduce the unfavorable dynamic response of the train in operation, effectively improve the operation stability of the train and ensure the comfort of passengers.

The running stability of the high-speed train is always a hotspot of locomotive vehicle research, and the vibration reduction technology of the train has important significance for ensuring the safe and stable running of the train, ensuring the service life of the train and the rail and ensuring the railway foundation auxiliary facilities. The train vibration reduction technology is beneficial to improving the stability of the train, and further improves the running speed of the train. The influence on economic benefit is analyzed by taking the scheme research of the speed target value from GaoFeiCuchuan to Yanan section in Shanxi as an example. When the freight rates are the same, the financial internal yield with the speed target value of 350km/h is 0.84, the financial internal yield with the speed target value of 300km/h is 0.73, and the improvement is 0.11, so that the importance of the improvement of the running speed of the train on the contribution of economic benefits is shown, and the importance of the improvement of the train stability and the important significance of the research on the stability are further explained.

The high-speed railway has high running speed and complex dynamic behavior, and the dynamic behavior possibly suffers from external factors such as unsmooth track, air pressure difference of train meeting, wind, rain, snow and the like in the running process is not a control problem of a single motion mode, but relates to the complex problems of vehicle translation (sinking, yawing and stretching), swinging motion (nodding, shaking and rolling) and coupled vibration and motion of the vehicle translation, and the research on a control system suitable for solving the complex dynamic behavior of the train has important theoretical and practical significance.

On the other hand, for the dynamic behavior of high-speed trains, it is currently common to employ suspension systems to control the vibration and other adverse dynamic behaviors of the trains. The vibration damping performance of the suspension system is an important index for ensuring the comfort, safety and running stability of the train. The current suspension system mainly comprises three suspension modes of passive suspension, semi-active suspension and active suspension, and the active suspension can more effectively reduce the vibration of a train body and more obviously improve the riding comfort of a train, so that the active suspension system is the most active and effective control technology at present and is more and more concerned by students. For the dynamic behavior of trains, the existing suspension system mainly comprises two action directions: vertical and lateral. The vertical control action of the suspension system mainly aims at the sinking and floating, nodding and rolling of the vehicle body, and the horizontal control action mainly aims at the shaking and yawing of the vehicle body. The installation of the suspension system can effectively reduce the vibration of the train body and improve the running stability of the train. However, since the current suspension system is only divided into two action directions, namely a vertical direction and a transverse direction, the force application direction is also limited to two directions, so that the control action of the suspension system cannot be fully exerted, and the unfavorable dynamic response of the train cannot be fully inhibited. Therefore, experts and scholars still focus on improving the suspension system technology and improving the control effect of the suspension system, so that the control system can play a greater role and the running stability of the train is improved.

In the existing research, the assumption of a ceiling damper is adopted for controlling the dynamic behavior of the train, as shown in fig. 1, the virtual wall has infinite rigidity, and the virtual ceiling damper and the actual damper realize the dynamic behavior reduction function of the train. In the prior art, a shock absorber is adopted in a suspension system, limited mass bogie motion is sacrificed, and vibration energy is consumed by the internal structure of a train, so that the control effect is realized. However, the actual train bogie has a limited mass and a limited control effect on the motion profile having a rotating component.

Moreover, the existing analysis method for the assumption of the ceiling damper for controlling the dynamic behavior of the train is unreasonable. As shown in fig. 2, the existing simplified analysis method essentially ignores the fact that the mass of the bogie is limited, and assumes that the action of the output force of the virtual skyhook damper inhibits the dynamic behavior of the vehicle body, and ignores the reaction force of the vehicle body acting on the virtual damper. However, since the actual car body bogie has limited mass and is a subsystem with limited mass, the reaction force of the car body has a non-negligible influence on the dynamic behavior of the car body itself, the bogie and the whole train, and therefore, the influence of the car body reaction force on the control effect of the car body dynamic behavior needs to be comprehensively considered.

Compared with fig. 2, the method compares the existing analysis method with the theoretical analysis method of actual situation, and the essential difference is that the existing analysis method ignores the basic fact of acting force and reacting force, considers the bogie mass as infinite, ignores the influence of the reacting force of the train body on the dynamic behavior of the train, and the reacting force acts on the subsystem with limited mass, and the influence is not negligible. As shown in fig. 4, by simplifying the train analysis method, it can be found that the nature of the train dynamic behavior simplified analysis model is equivalent to a mass tuned damper (TMD) in the field of vibration control.

In addition, the suspension system has certain control functions for the sinking and floating, nodding, rolling, shaking and yawing of the vehicle body, but the existing suspension system technology is only divided into two vertical and transverse acting directions, and the force application directions are also only limited to two linear directions. However, in reality, the dynamic response of the train generates a motion similar to a rolling pattern, as shown in fig. 5(a), (b), and (d). In the prior art, the motion forms shown in fig. 5(c) and (e) have ideal control effect, and the control effect can be fully exerted because the output direction of the suspension system is along a straight line. However, in the motion patterns of fig. 5(a), (b), and (d) in which the yaw, roll, nod, and the like have rotational components, the linear force provided by the conventional suspension system technology cannot provide the most effective control force, which makes the control action of the conventional suspension system not sufficiently exerted, and the unfavorable dynamic response of the train cannot be sufficiently suppressed.

For the above motion forms with rotation components such as the rolling motion, the most ideal control mode is the action of applying control torque, which can play a sufficient role in inhibiting the above dynamic behaviors and has very important significance in maintaining the stability of the vehicle body and improving the comfort of passengers. A large number of tests and researches show that the control force characteristics of the suspension system show strong nonlinearity under the action of two linear forces, the control effect of the system is different for different excitation frequencies, even under a certain excitation frequency, the response of the suspension system can be amplified if the suspension system has no control effect, and the expected control moment effect cannot be generated.

In conclusion, with the improvement of the running speed of the high-speed railway and the improvement of the requirement of people on riding comfort, the dynamic behavior of the train generated by complex action in the high-speed running process, particularly the problem of the dynamic behavior with rotating motion components, is more prominent, and the research on a control method for making up the prior suspension technology and directly outputting the control moment has important theoretical and practical significance for reducing the unstable motion behavior of the train body subjected to dynamic disturbance, enhancing the dynamic stability performance of the train body, ensuring the comfort of passengers, reducing the damage and the damage of the train body and prolonging the service life of the train.

Disclosure of Invention

In view of the above, the main objective of the present invention is to provide a torque control method for side rolling, nodding and shaking head dynamic behaviors of a high-speed train, which generates a control torque directly acting on a train body, and realizes effective control of the unfavorable dynamic behaviors of the train body in the form of side rolling, nodding and shaking head motions.

The technical scheme adopted by the embodiment of the application for solving the technical problems is as follows:

according to an aspect of the embodiment of the application, the moment control method of the high-speed train side rolling, nodding and shaking dynamic behaviors is provided, the high-speed train comprises a control device, the control device comprises a train tail control module, a train side control module, a train roof and a train bottom control module, the three control modules are mutually matched to generate control moment in the corresponding direction, the control moment directly acts on a train body, and the dynamic behaviors of the high-speed train side rolling, nodding and shaking are respectively restrained.

Furthermore, the vehicle tail control module, the train lateral control module and the vehicle roof and vehicle bottom control module are all suspended in three types of passive suspension, semi-active suspension and active suspension.

Further, the control device includes a rotational inertia body, a rotation shaft, and a rotational restoring force providing mechanism.

Further, the difference of the rotational restoring force providing mechanisms between the three control modules

Further, the control device is fixedly connected with the train body through a connecting plate.

Further, the shape of the inertia moment body is circular, disc or ring.

Furthermore, the rotational inertia body is parallel to a rotating surface of the train body, the rotational restoring force providing mechanism is vertically connected with the rotating shaft, and the rotating shaft is vertically connected with the rotational inertia body.

Further, the control torque of the control device generates an effective control torque by the accelerating and decelerating gyrating motion.

The embodiment of the application has the following beneficial effects:

different from the control method of the suspension system in the prior art, the torque control method of the high-speed train side rolling, nodding and shaking dynamic behaviors directly generates control torque acting on the train body, and achieves suppression of the train with the dynamic rotation behaviors such as side rolling, nodding and shaking.

(1) The basic principle of the invention comes from the basic concept of mechanics: the force and couple are not equivalent to each other. The invention provides a control method for directly applying control moment to a train body, which makes up the vacancy of the prior high-speed train vibration control suspension system technology;

(2) the unstable motion behavior of the train body subjected to dynamic disturbance is reduced, the dynamic stability of the train body is enhanced, the comfort of passengers is ensured, the damage and damage of the train body are reduced, and the service life of the train is prolonged.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the structures shown in the drawings without creative efforts.

FIG. 1 is a simplified analysis of a prior art high speed train suspension system;

FIG. 2 is a prior art theoretical analysis of a high speed train suspension system;

FIG. 3 is a diagram of a theoretical analysis of a high speed train suspension system;

FIG. 4 is a diagram of a practical theoretical equivalent analysis of a high speed train suspension system;

FIG. 5 is a diagram illustrating the dynamic behavior common to high speed trains;

FIG. 6 is a comparison of the present invention with the prior art;

FIG. 7 is a three-dimensional diagram of the high-speed train mounted with the torque control method of the high-speed train side rolling, nodding and shaking dynamic behaviors of the invention;

fig. 8 is a schematic structural diagram of modules of the torque control method for the dynamic behavior of rolling, nodding and shaking of the high-speed train.

Wherein the figures include the following reference numerals: 1. a virtual transverse ceiling damper; 2. a virtual longitudinal ceiling damper; 3. a virtual rigid wall; 4. a vehicle body; 5. actual transverse suspension; 6. actual vertical suspension; 7. a train bogie; 8. a train wheel; 9. a train track; A. a roof and underbody control module; B. a vehicle tail control module; C. a train lateral control module; 10. a rotational inertia body; 11. a rotating shaft; 12. a rotational restoring force providing mechanism; 13. a connecting plate.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

It should be noted that all the directional indicators (such as up, down, left, right, front, and rear … …) in the embodiment of the present invention are only used to explain the relative position relationship between the components, the movement situation, etc. in a specific posture (as shown in the drawing), and if the specific posture is changed, the directional indicator is changed accordingly.

In addition, the descriptions related to "first", "second", etc. in the present invention are for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In addition, technical solutions between various embodiments may be combined with each other, but must be realized by a person skilled in the art, and when the technical solutions are contradictory or cannot be realized, such a combination should not be considered to exist, and is not within the protection scope of the present invention.

In the present invention, unless otherwise expressly stated or limited, the terms "connected," "secured," and the like are to be construed broadly, and for example, "secured" may be a fixed connection, a removable connection, or an integral part; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

As shown in fig. 6, the torque control method for the dynamic behavior of the high-speed train such as the rolling, nodding and shaking head directly generates the control torque acting on the train body, and realizes the suppression of the dynamic behavior of the train such as the rolling, nodding and shaking head.

As shown in fig. 7 and 8, the moment control method for the dynamic behavior of the high-speed train of rolling, nodding and shaking is realized by the fact that the three modules are respectively a roof and underbody control module a, a tail control module B and a train lateral control module C, which are respectively installed on the roof or underbody, the tail of a carriage and the side surface of the train, and the installation modes can be different on the premise of not influencing the normal operation of the train and effectively playing the function of the method. The inertia moment body 10 with a circular outer contour is connected with a rotational restoring force providing mechanism 12 through a rotating shaft 11, and the rotational restoring force providing mechanism 12 is fixedly connected with the corresponding surface of the train body 4 through a connecting plate 13. The acceleration and deceleration rotary motion of the rotational inertia body 10 can generate moment, and the moment directly acts on the train body through the connecting plate 13, so that the moment control of the dynamic behavior of the train with rotational motion components is realized. In particular, the body of inertia 10 is a relatively massive object, such as a massive disk, also called a inertia disk. The specific mechanical form of the rotational restoring force providing mechanism 12 may be a torsion spring, or a torsion spring packaged with damping fluid or other mechanical structures, and any mechanism that can provide a force for rotating the rotational inertia disc after the rotation of the dynamic behavior of rolling, nodding, and shaking of the high-speed train occurs may be the rotational restoring force providing mechanism, which is not limited in this application. The train tail control module, the train lateral control module and the train roof and train bottom control module are mutually matched, namely every two control modules in the three control modules are mutually matched, or the three control modules are mutually matched together to generate control torque in the corresponding direction. The corresponding direction is a direction opposite to a side rolling direction, a nodding direction or a shaking direction of the high-speed train.

The invention is also applicable to ordinary trains.

The above description is only a preferred embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications and equivalents of the present invention, which are made by the contents of the present specification and the accompanying drawings, or directly/indirectly applied to other related technical fields, are included in the scope of the present invention.

Claims

1. The torque control method for the dynamic behavior of high-speed trains rolling, nodding and shaking their heads, characterized in that the high-speed train comprises a control device, and the control device is fixedly connected to the car body of the high-speed train through a connecting plate, and the control The device includes a rear control module, a train side control module, and a roof and a vehicle bottom control module, the rear control module is installed at the rear of the carriage, the train side control module is installed on the side of the train, the roof and the vehicle are installed The bottom control module is installed on the roof or bottom of the train. The three control modules cooperate with each other to generate control torque in the corresponding direction, which directly acts on the train body, and respectively controls the rolling, nodding and shaking dynamic behavior of the high-speed train. Inhibition; the corresponding direction refers to the direction opposite to the rolling direction, the nodding direction or the shaking direction of the high-speed train; the control device includes a rotational inertia body, a rotating shaft and a rotational restoring force providing mechanism; wherein, the rotational inertia body passes through The rotating shaft is connected with the rotating restoring force providing mechanism, and the rotating restoring force providing mechanism is fixedly connected with the corresponding surface of the high-speed train body through the connecting plate, and the acceleration and deceleration of the rotational inertia body will generate torque, Directly acting on the train body through the connecting plate, the rotational restoring force providing mechanism is used to provide a force for rotating the rotational inertia body after the high-speed train rolls, nods, and shakes the dynamic behavior of rotation.

2. The torque control method for high-speed train rolling, nodding, and shaking head dynamic behavior as claimed in claim 1, wherein the rear control module, the train lateral control module, the roof and the bottom control module have There are three types of suspension: passive suspension, semi-active suspension and active suspension.

3 . The torque control method for the dynamic behavior of rolling, nodding, and shaking a high-speed train according to claim 1 , wherein the rotational restoring force between the three control modules is provided by different mechanisms. 4 .

4 . The torque control method for the dynamic behavior of rolling, nodding, and shaking head of a high-speed train according to claim 3 , wherein the shape of the rotational inertia body is a disk or a ring. 5 .

5 . The torque control method for the dynamic behavior of rolling, nodding, and shaking a high-speed train according to claim 4 , wherein the rotational inertia body is parallel to the rotational plane of the train body, and the rotational restoring force provides 5 . The mechanism is vertically connected with the rotating shaft, and the rotating shaft is vertically connected with the rotational inertia body.

6 . The torque control method for the dynamic behavior of rolling, nodding, and shaking a high-speed train according to claim 5 , wherein the control torque of the control device generates an effective control torque through the acceleration and deceleration rotary motions. 7 .