CN110155101B - Transverse full-active control vibration reduction system and control method of controller thereof - Google Patents
Transverse full-active control vibration reduction system and control method of controller thereof Download PDFInfo
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- CN110155101B CN110155101B CN201910411319.6A CN201910411319A CN110155101B CN 110155101 B CN110155101 B CN 110155101B CN 201910411319 A CN201910411319 A CN 201910411319A CN 110155101 B CN110155101 B CN 110155101B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
- B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
- B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode
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Abstract
The embodiment of the invention provides a transverse full-active control vibration reduction system and a control method of a controller thereof, wherein the method comprises the following steps: after entering an active vibration reduction mode, acquiring motion parameter information and line information of a vehicle body; based on the motion parameter information, acquiring a control force signal of the fully active shock absorber by adopting a control algorithm matched with the line information; and sending the control force signal to the fully active shock absorber so that the fully active shock absorber generates a corresponding damping force according to the control force signal. According to the embodiment of the invention, the corresponding control force signal is generated according to the motion parameter information and the line information, so that the fully active shock absorber generates the corresponding damping force, the control performance of different lines and different motion states of the vehicle is fully considered, the damping force of the fully active shock absorber can be adaptively adjusted under different running conditions, the shaking phenomenon of the rail vehicle can be solved under various running conditions, and the comfort level of the vehicle is improved.
Description
Technical Field
The invention relates to the field of rail transit, in particular to a transverse full-active control vibration damping system and a control method of a controller of the transverse full-active control vibration damping system.
Background
The high-speed motor train unit is often excited by rails, cross wind and other factors during operation, and the factors can cause the resonance of the high-speed motor train unit body, so that shaking phenomena such as shaking head vibration, transverse movement vibration, upper center swing vibration and lower center swing vibration occur, and the comfort degree of the motor train unit is seriously influenced. The shock absorber in the prior art is usually a passive shock absorber, the damping force generated by the shock absorber is usually not adjustable, and different damping forces are required under different operating conditions to avoid vehicle shaking, so that the passive shock absorber in the prior art cannot well solve the vehicle shaking phenomenon.
Disclosure of Invention
In order to solve the above problems, embodiments of the present invention provide a lateral fully active control damping system and a control method of a controller thereof that overcome or at least partially solve the above problems.
According to a first aspect of embodiments of the present invention, there is provided a control method of a controller in a lateral fully-active control damping system, the method including: after entering an active vibration reduction mode or a semi-active vibration reduction mode, acquiring motion parameter information and line information of a vehicle body; based on the motion parameter information, acquiring a control force signal of the fully active shock absorber by adopting a control algorithm matched with the line information; and generating corresponding damping force according to the control force signal.
According to a second aspect of embodiments of the present invention, there is provided a lateral fully active control damping system, the system comprising: the system comprises a controller, a full-active shock absorber and a sensor; the controller is used for executing the control method of the controller in the transverse full-active control damping system provided by the first aspect; the fully active shock absorber is arranged between the vehicle body center pin and the framework; the sensor comprises a transverse vibration acceleration sensor, a vertical vibration acceleration sensor and a displacement sensor; the transverse vibration acceleration sensor is arranged at one end and two ends of the vehicle body and used for measuring the transverse vibration acceleration of the vehicle body; the vertical vibration acceleration sensor is arranged on the vehicle body near the air spring and used for measuring the vertical vibration acceleration of the vehicle body; the displacement sensor is arranged in the full-active shock absorber and used for acquiring relative displacement information between the vehicle body and the framework; the controller also comprises a vehicle body shaking motion solver, a vehicle body side rolling motion solver, a vehicle body transverse motion solver and a vehicle body framework relative displacement solver; the vehicle body shaking motion solver is used for obtaining the vehicle body shaking acceleration according to the transverse vibration acceleration; the vehicle body side rolling motion solver is used for obtaining the vehicle body side rolling acceleration according to the vertical vibration acceleration; the vehicle body transverse movement solver is used for obtaining a vehicle body transverse movement acceleration according to the transverse vibration acceleration and the vertical vibration acceleration; the vehicle body framework relative displacement solver is used for obtaining the relative displacement information between the vehicle body and the framework.
According to a third aspect of embodiments of the present invention there is provided a rail vehicle comprising the lateral fully actively controlled damping system provided in the second aspect above.
According to a fourth aspect of the embodiments of the present invention, there is provided an electronic device, including a memory, a processor, and a computer program stored on the memory and executable on the processor, where the processor executes the computer program to implement the control method of the controller in the lateral fully active control damping system according to any one of the various possible implementations of the first aspect.
According to a fifth aspect of embodiments of the present invention, there is provided a non-transitory computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements a control method of a controller in a lateral fully active control damping system as provided in any one of the various possible implementations of the first aspect.
According to the transverse full-active control vibration attenuation system and the control method of the controller thereof, the full-active vibration absorber generates the corresponding damping force through generating the corresponding control force signal according to the motion parameter information and the line information, the control performance of different lines and different motion states of the vehicle is fully considered, the damping force of the full-active vibration absorber can be adjusted in a self-adaptive mode under different running conditions, the problem of shaking of the rail vehicle can be solved under various running conditions, and the comfort level of the vehicle is improved.
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 invention, and that for a person skilled in the art, other drawings can be derived from these without inventive effort.
Fig. 1 is a schematic flow chart of a lateral fully-active control damping system and a control method of a controller thereof according to an embodiment of the present invention;
FIG. 2 is a layout diagram of a lateral fully-actively controlled damping system provided by an embodiment of the present invention;
FIG. 3 is a left side view of a lateral fully active control damping system provided in accordance with an embodiment of the present invention;
FIG. 4 is a B-B view of a transverse fully actively controlled damping system provided in accordance with an embodiment of the present invention;
fig. 5 is a schematic flow chart of a lateral fully-active control damping system and a control method of a controller thereof according to another embodiment of the present invention;
fig. 6 is a schematic physical structure diagram of an electronic device according to an embodiment of the present invention.
In the figure, 1: a fully active shock absorber; 2: a fully active shock absorber; 3: a fully active shock absorber; 4: a fully active shock absorber; 5: a center pin; 6: a center pin; 7: a frame; 8: a control box; 9: a lateral vibration acceleration sensor; 10: a lateral vibration acceleration sensor; 11: a displacement sensor; 12: a displacement sensor; 13: a displacement sensor; 14: a displacement sensor; 15: an acceleration sensor; 16: an acceleration sensor; 17: a vertical vibration acceleration sensor; 18: a vertical vibration acceleration sensor; 19: a vertical vibration acceleration sensor; 20: a vertical vibration acceleration sensor.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some embodiments, but not all embodiments, of the present invention. 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.
The embodiment of the invention provides a control method of a controller in a transverse full-active control vibration damping system, which can be executed by the controller in the transverse full-active control vibration damping system of a railway vehicle. Referring to fig. 1, the method includes, but is not limited to, the steps of:
In particular, the controller in the lateral fully-active control damping system may be in a plurality of control modes, such as an active damping mode, a semi-active damping mode, and a passive damping mode. After the controller enters the active vibration reduction mode, the controller can obtain the motion parameter information and the line information of the vehicle body. The motion parameter information is a parameter capable of reflecting a motion condition of the vehicle, and includes, for example, a vibration parameter, an acceleration parameter, and the like. After the motion parameter information is obtained through a sensor arranged on the vehicle body, the motion parameter information is sent to the controller through the sensor. The route information reflects the condition of the route traveled by the vehicle, and includes, for example, information such as the curvature of the route, the height of the route, and the position of the vehicle on the route. The line information can be obtained by a gyroscope, a road beacon or a mode of calling the line information measured in advance from the system.
And 102, acquiring a control force signal of the fully active shock absorber by adopting a control algorithm matched with the line information based on the motion parameter information.
Specifically, after the motion parameter information and the route information are obtained in step 101, a control algorithm matching the route information may be obtained first based on the route information in step 102. In particular, when the vehicle is operating in different types of lines, the requirements for damping are different, so that different operating modes can be set in advance for the controller for the different lines, which correspond to different control algorithms. For example, different control algorithms may be set for a vehicle traveling on a straight track and for a vehicle traveling on a curved track. After the working mode is determined, a corresponding control algorithm can be adopted to solve a control force signal of the fully active shock absorber based on the motion parameter information. It should be noted that the number of the fully active shock absorbers may be one or more, different fully active shock absorbers may be disposed at different positions of the vehicle body, and the controller may calculate a corresponding control force signal for each fully active shock absorber.
And 103, sending the control force signal to the fully active shock absorber so that the fully active shock absorber generates a corresponding damping force according to the control force signal.
Specifically, after the controller calculates the control force signal of each all-active shock absorber in step 102, each control force signal is sent to the corresponding all-active shock absorber, and the all-active shock absorber can convert the control force signal into the control signal of the solenoid valve and control the opening and closing of the solenoid valve based on the control signal of the solenoid valve, so as to generate the corresponding damping force F ═ FA+FBTo damp vibrations of the vehicle body; wherein the control force signal is an analog signal and the control signal of the solenoid valve is a current signal.
According to the control method of the controller in the transverse full-active control vibration attenuation system, the full-active vibration absorber generates the corresponding damping force by generating the corresponding control force signal according to the motion parameter information and the line information, the control performance of different lines and different motion states of a vehicle is fully considered, the damping force of the full-active vibration absorber can be adjusted in a self-adaptive mode under different running conditions, the problem of shaking of the rail vehicle can be solved under various running conditions, and the comfort level of the vehicle is improved.
Based on the content of the foregoing embodiment, as an alternative embodiment, the motion parameter information includes: vehicle body acceleration information, vehicle body velocity information, and relative displacement information between the vehicle body and the frame; wherein the vehicle body acceleration information includes: the vehicle body shaking acceleration, the vehicle body side rolling acceleration and the vehicle body transverse moving acceleration; the vehicle body speed information includes: the vehicle body shaking speed, the vehicle body side rolling speed and the vehicle body transverse moving speed.
Specifically, different types of sensors may be provided at different positions on the vehicle body, and the motion parameter information is obtained by the sensors. Wherein, the sensor can comprise a transverse vibration acceleration sensor, a vertical vibration acceleration sensor and a displacement sensor. The transverse vibration acceleration sensor is arranged at one end and two ends of the vehicle body and used for measuring the transverse vibration acceleration of the vehicle body; the vertical vibration acceleration sensor is arranged on the vehicle body near the air spring and used for measuring the vertical vibration acceleration of the vehicle body; the displacement sensor is arranged in the full-active shock absorber and used for acquiring relative displacement information between the vehicle body and the framework.
The sensor collects vibration signals (including transverse vibration acceleration and vertical vibration acceleration) and displacement signals, low-pass filtering is carried out on the vibration signals and the displacement signals, high-frequency noise signals are filtered out, and then the vibration signals and the displacement signals are subjected to A/D conversion and transmitted to the controller. The controller can solve the lateral moving acceleration and speed of the vehicle body, the rolling acceleration and speed, the shaking acceleration and speed and the relative displacement information of the vehicle body and the framework based on the vibration signal and the displacement signal.
Referring to fig. 2 to 4, the controller may obtain the panning acceleration aY of the vehicle body according to the measured value ah _9 of the lateral vibration acceleration sensor 9 and the measured value ah _10 of the lateral vibration acceleration sensor 10 as:
the controller can obtain the roll acceleration aR of the vehicle body according to the measured value av _17 of the vertical vibration acceleration sensor 17, the measured value av _18 of the vertical vibration acceleration sensor 18, the measured value av _19 of the vertical vibration acceleration sensor 19 and the measured value av _20 of the vertical vibration acceleration sensor 20 as follows:
the controller can obtain the sideslip acceleration aL of the vehicle body according to the measured value ah _9 of the transverse vibration acceleration sensor 9, the measured value ah _10 of the transverse vibration acceleration sensor 10, the measured value av _17 of the vertical vibration acceleration sensor 17, the measured value av _18 of the vertical vibration acceleration sensor 18, the measured value av _19 of the vertical vibration acceleration sensor 19 and the measured value av _20 of the vertical vibration acceleration sensor 20 as follows:
the relative displacement dy between the vehicle body and the frame can be obtained by the built-in displacement sensors 11 to 14.
Based on the content of the above embodiment, as an alternative embodiment, the control algorithm is determined by: if the vehicle body is judged to run on the linear track according to the line information, the control algorithm is a skyhook active control algorithm or an H-infinity active control algorithm; and if the vehicle body is judged to run on the curved track according to the route information, the control algorithm is a first superposition control algorithm or a second superposition control algorithm, wherein the first superposition control algorithm is a skyhook active control algorithm and a vehicle body centering control HOD superposition control algorithm, and the second superposition control algorithm is an H-infinity active control algorithm and a vehicle body centering control HOD superposition control algorithm.
Based on the content of the foregoing embodiment, as an optional embodiment, a control algorithm matched with the line information is adopted to obtain a control force signal of the fully active shock absorber, and the method further includes: and if the vehicle body is judged to run on the transition curve track according to the line information, closing the controller.
Based on the content of the above embodiment, as an optional embodiment, after entering the active vibration damping mode, before acquiring the motion parameter information and the line information of the vehicle body, the method further includes: if the running speed of the vehicle body is judged to be larger than the speed threshold value, the active vibration reduction mode or the semi-active vibration reduction mode is entered; otherwise, entering a passive vibration damping mode.
In particular, with reference to fig. 5, the different operating modes described above are explained:
when the vehicle runs on the linear track, if the running speed is less than the preset speed threshold value VIs provided withWhen the vibration damping controller is in the passive vibration damping mode, the controller enters the passive vibration damping mode; if the running speed is greater than the speed threshold value VIs provided withAnd when the vibration damping control system is used, the controller automatically switches to the active vibration damping mode. In addition, when any fault occurs in the active vibration damping system or the vehicle system, the active vibration damping system can automatically switch to the passive vibration damping system according to a program set by the systemAnd the mode is adopted to ensure the driving safety. Also, an all-active shock absorber can have three modes: an active damping mode, a semi-active damping mode and a passive damping mode. The switching between the different modes is controlled by a controller. Wherein, when the running speed of the vehicle is less than the preset speed threshold value VIs provided withWhen the vibration absorber is in a passive vibration absorption mode, the fully-active vibration absorber is in a passive vibration absorption mode; when the running speed of the vehicle is larger than the preset speed threshold value VIs provided withIn this case, the fully active damper may be in an active damping mode or a semi-active damping mode, and in which mode is predetermined.
In the active vibration damping mode (or semi-active vibration damping mode), if the vehicle still runs on a linear track, only using a skyhook active control algorithm or an H-infinity active control algorithm; when the vehicle is detected to enter a transition curve from a straight line, the control system is temporarily closed, and the control system is prevented from outputting control force to increase the relative displacement of the vehicle body and the bogie, so that the vehicle body is prevented from touching a stop gear to reduce the comfort level. And when the vehicle is detected to enter the curve from the transition curve, starting the active control algorithm, and using a skyhook active control algorithm or an H-infinity active control algorithm and vehicle body centering control (HOD) superposition control in the active control algorithm.
The control force signal B for the vehicle body centering control can be obtained according to the following equation.
In the formula: m isbAs vehicle body weight, aLlThe low-frequency signal is the low-frequency signal after the lateral movement acceleration signal of the measured vehicle body is filtered.
Based on the content of the foregoing embodiment, as an optional embodiment, a control algorithm matched with the line information is adopted to obtain a control force signal of the fully active shock absorber, and the method further includes: acquiring a driving direction, and correcting the control algorithm according to the driving direction; wherein the driving directions include a forward driving and a reverse driving, and the control algorithm includes: one of a first overlay control algorithm and a second overlay control algorithm and one of a skyhook active control algorithm and an H ∞ active control algorithm. The mode of acquiring the driving direction specifically comprises the following steps: and determining a mark value according to a preset driving direction, wherein the mark value takes 1 as forward driving and takes 0 as reverse driving. The controller can modify the control algorithm according to the flag value.
The embodiment of the invention provides a transverse full-active control damping system, wherein a controller in the transverse full-active control damping system is used for executing a control method of the controller in the transverse full-active control damping system in the method embodiment. Referring to fig. 2, 3, 4 and 6, the system comprises: a controller, a fully active damper, and a sensor.
The controller is used to execute any one of the possible implementation manners of the control method of the controller in the lateral fully-active control damping system provided in the above embodiment.
The fully active shock absorbers (i.e. the components 1, 2, 3 and 4) are arranged between the body core pin 5 and the frame 7. And after the controller calculates the control force signal of each fully active shock absorber, each control force signal is sent to the corresponding fully active shock absorber. The fully active shock absorber can convert the control force signal into a control signal of the electromagnetic valve, and controls the opening and closing of the electromagnetic valve based on the control signal of the electromagnetic valve, so that corresponding damping force F is generatedA+FBTo damp vibrations of the vehicle body; wherein the control force signal is an analog signal and the control signal of the solenoid valve is a current signal.
The sensor comprises a transverse vibration acceleration sensor, a vertical vibration acceleration sensor and a displacement sensor.
Wherein lateral vibration acceleration sensors (i.e., the members 9 and 10) are provided at one-position and two-position ends of the vehicle body, the lateral vibration acceleration sensors being used to measure lateral vibration acceleration of the vehicle body.
Wherein a vertical vibration acceleration sensor (i.e., the components 17, 18, 19, and 20) is provided on the vehicle body near the air spring, the vertical vibration acceleration sensor being for measuring a vertical vibration acceleration of the vehicle body.
Wherein, the displacement sensor (i.e. the components 11, 12, 13 and 14) is arranged in the fully active shock absorber, and the displacement sensor is used for collecting the relative displacement information between the vehicle body and the framework.
Further, the acceleration sensor 15 and the acceleration sensor 16 are provided on the front and rear frames; the component 8 is a control box.
The controller also comprises a vehicle body shaking motion solver, a vehicle body rolling motion solver, a vehicle body transverse motion solver and a vehicle body framework relative displacement solver.
The vehicle body shaking motion solver is used for obtaining the vehicle body shaking acceleration according to the transverse vibration acceleration. Specifically, the vehicle body panning motion solver may obtain the panning acceleration aY of the vehicle body according to the measurement value ah _9 of the lateral vibration acceleration sensor 9 and the measurement value ah _10 of the lateral vibration acceleration sensor 10 as follows:
the vehicle body side rolling motion solver is used for obtaining the vehicle body side rolling acceleration according to the vertical vibration acceleration. Specifically, the vehicle body roll motion solver may obtain the roll acceleration aR of the vehicle body according to the measurement value av _17 of the vertical vibration acceleration sensor 17, the measurement value av _18 of the vertical vibration acceleration sensor 18, the measurement value av _19 of the vertical vibration acceleration sensor 19, and the measurement value av _20 of the vertical vibration acceleration sensor 20:
the vehicle body transverse movement solver is used for obtaining the vehicle body transverse movement acceleration according to the transverse vibration acceleration and the vertical vibration acceleration. Specifically, the vehicle body lateral movement solver may obtain the lateral movement acceleration aL of the vehicle body according to the measurement value ah _9 of the lateral vibration acceleration sensor 9, the measurement value ah _10 of the lateral vibration acceleration sensor 10, the measurement value av _17 of the vertical vibration acceleration sensor 17, the measurement value av _18 of the vertical vibration acceleration sensor 18, the measurement value av _19 of the vertical vibration acceleration sensor 19, and the measurement value av _20 of the vertical vibration acceleration sensor 20, where:
the vehicle body framework relative displacement solver is used for obtaining the relative displacement information between the vehicle body and the framework. Specifically, the measured values are obtained by the built-in displacement sensors 11 to 14.
The transverse full-active control vibration attenuation system provided by the embodiment of the invention adopts the separated design of the vibration absorber and the control system, so that the reliability of the system is improved; in the design of a control system, the control performance of a linear track and a curve track is considered at the same time, so that the comfort level of a high-speed train is improved; and moreover, the problems that the conventional passive shock absorber cannot adaptively adjust system parameters according to the line condition, such as shaking head vibration, transverse vibration, upper center swinging vibration, lower center swinging vibration and the like of a train body caused by factors such as track irregularity excitation and transverse wind excitation of a high-speed train are solved. The invention can effectively improve the comfort level of the high-speed train running on different lines.
The embodiment of the invention also provides a railway vehicle which comprises the transverse full-active control vibration damping system provided by the embodiment.
An embodiment of the present invention provides an electronic device, as shown in fig. 6, the electronic device includes: a processor (processor)501, a communication Interface (Communications Interface)502, a memory (memory)503, and a communication bus 504, wherein the processor 501, the communication Interface 502, and the memory 503 are configured to communicate with each other via the communication bus 504. The processor 501 may call a computer program on the memory 503 and operable on the processor 501 to execute the control method of the controller in the lateral fully active control damping system provided in the foregoing embodiments, for example, the method includes: after entering an active vibration reduction mode, acquiring motion parameter information and line information of a vehicle body; based on the motion parameter information, acquiring a control force signal of the fully active shock absorber by adopting a control algorithm matched with the line information; and sending the control force signal to the fully active shock absorber so that the fully active shock absorber generates a corresponding damping force according to the control force signal.
In addition, the logic instructions in the memory 503 may be implemented in the form of software functional units and stored in a computer readable storage medium when the logic instructions are sold or used as independent products. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
Embodiments of the present invention further provide a non-transitory computer-readable storage medium, on which a computer program is stored, where the computer program is implemented to, when executed by a processor, perform the control method of the controller in the transverse fully-active control vibration damping system provided in the foregoing embodiments, for example, the method includes: after entering an active vibration reduction mode, acquiring motion parameter information and line information of a vehicle body; based on the motion parameter information, acquiring a control force signal of the fully active shock absorber by adopting a control algorithm matched with the line information; and sending the control force signal to the fully active shock absorber so that the fully active shock absorber generates a corresponding damping force according to the control force signal.
The above-described embodiments of the electronic device and the like are merely illustrative, and units illustrated as separate components may or may not be physically separate, and components displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium, such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute the various embodiments or some parts of the methods of the embodiments.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (8)
1. A control method of a controller in a transverse full-active control vibration damping system is characterized by comprising the following steps:
after entering an active vibration reduction mode or a semi-active vibration reduction mode, acquiring motion parameter information and line information of a vehicle body;
based on the motion parameter information, acquiring a control force signal of the fully active shock absorber by adopting a control algorithm matched with the circuit information, wherein the control algorithm is determined in the following way:
if the vehicle body is judged to run on the transition curve track according to the line information, the controller is closed;
if the vehicle body does not run on the transition curve track and the vehicle body is judged to run on the linear track according to the line information, the control algorithm is a skyhook active control algorithm or an H-infinity active control algorithm;
if the vehicle body does not run on the transition curve track and the vehicle body is judged to run on the curve track according to the line information, the control algorithm is a first superposition control algorithm or a second superposition control algorithm, wherein the first superposition control algorithm is a skyhook active control algorithm and a vehicle body centering control HOD superposition control algorithm, and the second superposition control algorithm is an H infinity active control algorithm and a vehicle body centering control HOD superposition control algorithm;
and sending the control force signal to the fully active shock absorber so that the fully active shock absorber generates a corresponding damping force according to the control force signal.
2. The control method of the controller in the transverse all-active control damping system according to claim 1, wherein the motion parameter information includes: vehicle body acceleration information, vehicle body velocity information, and relative displacement information between the vehicle body and the frame;
wherein the vehicle body acceleration information includes: the vehicle body shaking acceleration, the vehicle body side rolling acceleration and the vehicle body transverse moving acceleration; the vehicle body speed information includes: the vehicle body shaking speed, the vehicle body side rolling speed and the vehicle body transverse moving speed.
3. The method for controlling the controller in the transverse full-active vibration damping system according to claim 1, wherein after entering the active vibration damping mode and before acquiring the motion parameter information and the line information of the vehicle body, the method further comprises:
if the running speed of the vehicle body is judged to be larger than the speed threshold value, the active vibration reduction mode or the semi-active vibration reduction mode is entered; otherwise, entering a passive vibration damping mode.
4. The method of controlling a controller in a transverse all-active control damping system according to claim 1, wherein the control force signal of the all-active damper is obtained using a control algorithm matched to the line information, further comprising:
acquiring a driving direction, and correcting the control algorithm according to the driving direction; wherein the driving directions include a forward driving and a reverse driving, and the control algorithm includes: one of a first overlay control algorithm and a second overlay control algorithm and one of a skyhook active control algorithm and an H ∞ active control algorithm.
5. A lateral fully active control damping system, comprising: the system comprises a controller, a full-active shock absorber and a sensor;
the controller is used for executing a control method of the controller in the transverse full-active control vibration damping system according to any one of claims 1 to 4;
the fully active shock absorber is arranged between the vehicle body center pin and the framework;
the sensor comprises a transverse vibration acceleration sensor, a vertical vibration acceleration sensor and a displacement sensor;
the transverse vibration acceleration sensor is arranged at one end and two ends of the vehicle body and used for measuring the transverse vibration acceleration of the vehicle body;
the vertical vibration acceleration sensor is arranged on the vehicle body near the air spring and used for measuring the vertical vibration acceleration of the vehicle body;
the displacement sensor is arranged in the fully active shock absorber and used for acquiring relative displacement information between the vehicle body and the framework;
the controller also comprises a vehicle body shaking motion solver, a vehicle body rolling motion solver, a vehicle body transverse motion solver and a vehicle body framework relative displacement solver;
the vehicle body shaking motion solver is used for obtaining vehicle body shaking acceleration according to the transverse vibration acceleration;
the vehicle body side rolling motion solver is used for obtaining the vehicle body side rolling acceleration according to the vertical vibration acceleration;
the vehicle body transverse movement solver is used for obtaining a vehicle body transverse movement acceleration according to the transverse vibration acceleration and the vertical vibration acceleration;
the vehicle body frame relative displacement solver is used for obtaining the relative displacement information between the vehicle body and the frame.
6. A rail vehicle comprising a laterally fully actively controlled damping system according to claim 5.
7. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor when executing the program performs the steps of the method of controlling a controller in a transverse all-active control damping system according to any one of claims 1 to 4.
8. A non-transitory computer-readable storage medium, having a computer program stored thereon, wherein the computer program, when being executed by a processor, is adapted to carry out the steps of the control method of the controller in a transverse fully active control damping system according to any one of claims 1 to 4.
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| CN110667630B (en) * | 2019-09-18 | 2020-11-17 | 西南交通大学 | Device and method for controlling abnormal shaking of vehicle body based on vertical shock absorber |
| CN110667632B (en) * | 2019-11-27 | 2020-11-24 | 西南交通大学 | Device and method for controlling abnormal shaking of vehicle body based on anti-snaking shock absorber |
| CN111781940B (en) * | 2020-05-19 | 2022-12-20 | 中车工业研究院有限公司 | Train attitude control method based on DQN reinforcement learning |
| CN111913405A (en) * | 2020-06-23 | 2020-11-10 | 中车工业研究院有限公司 | Multi-software joint simulation system |
| CN112046532B (en) * | 2020-09-18 | 2021-11-12 | 中车青岛四方机车车辆股份有限公司 | Active tilting device, control method, bogie suspension system and railway vehicle |
| JP7314904B2 (en) * | 2020-10-30 | 2023-07-26 | トヨタ自動車株式会社 | Vibration control device |
| CN112506043B (en) * | 2020-11-11 | 2022-10-11 | 中车青岛四方机车车辆股份有限公司 | Control method and control system for rail vehicle and vertical shock absorber |
| CN112765728B (en) * | 2021-01-11 | 2022-03-29 | 四川轻化工大学 | Shimmy optimization control method for single-axle bogie straddle type monorail vehicle |
| CN112678010B (en) * | 2021-01-12 | 2022-03-01 | 中车青岛四方机车车辆股份有限公司 | Rail vehicle and control method and system thereof |
| CN112896216B (en) * | 2021-02-04 | 2022-09-06 | 中车青岛四方车辆研究所有限公司 | Active train tilting control method and system |
| CN217260056U (en) * | 2021-10-15 | 2022-08-23 | 合肥工业大学 | Rail vehicle interconnected secondary suspension transverse vibration damper |
| CN114537460B (en) * | 2022-04-26 | 2022-07-22 | 石家庄铁道大学 | Intelligent vibration damping cooperative system applied to high-speed train and control method thereof |
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| JP5704306B2 (en) * | 2010-09-30 | 2015-04-22 | 日立オートモティブシステムズ株式会社 | Railway vehicle vibration control system |
| JP5822335B2 (en) * | 2011-05-30 | 2015-11-24 | Ｋｙｂ株式会社 | Vibration control device for railway vehicles |
| JP5756351B2 (en) * | 2011-06-20 | 2015-07-29 | カヤバ工業株式会社 | Vibration control device for railway vehicles |
| DE102016216008A1 (en) * | 2016-08-25 | 2018-03-01 | Volkswagen Aktiengesellschaft | Method for controlling the vibration damper of a suspension |
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