CN110803182A - High-speed train transverse vibration control method based on magnetorheological damping model - Google Patents

High-speed train transverse vibration control method based on magnetorheological damping model Download PDF

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CN110803182A
CN110803182A CN201911197132.7A CN201911197132A CN110803182A CN 110803182 A CN110803182 A CN 110803182A CN 201911197132 A CN201911197132 A CN 201911197132A CN 110803182 A CN110803182 A CN 110803182A
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magneto
damper
rheological
speed train
magnetorheological
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黄德青
秦娜
王馨悦
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Southwest Jiaotong University
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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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  • Mechanical Engineering (AREA)
  • Fluid-Damping Devices (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Prevention Devices (AREA)

Abstract

The invention discloses a high-speed train transverse vibration control method based on a magneto-rheological damping model.A magneto-rheological damper is arranged between a train body and a bogie of a high-speed train in a differential structure mode, so that the influence of the initial compression or expansion state of the magneto-rheological damper on the offset of the train is effectively overcome; on the basis of a Bouc-Wen magnetorheological damping power model and a dynamic model theory of a high-speed train, a hyperbolic tangent function fitting time lag variable between the speed and the displacement of the magnetorheological damper is added, a complete and accurate nonlinear current control variable damping model of the high-speed train is provided and used for guiding the current control of the magnetorheological damper to be highly matched with the electric control characteristic of the magnetorheological damper in a real environment, and finally the magnetorheological damper is electrically controlled by a control method of a second-order slip film with high control precision, so that the suppression of the transverse vibration of the high-speed train is realized.

Description

High-speed train transverse vibration control method based on magnetorheological damping model
Technical Field
The invention relates to the field of transverse vibration control of high-speed trains, in particular to a transverse vibration control method of a high-speed train based on a magnetorheological damping model.
Background
High-speed trains are favored by people due to advantages of rapidness, comfort and the like, and therefore, the high-speed trains increasingly occupy the core position of the transportation industry. However, as the speed of a high-speed train increases, the stability problem caused by the lateral vibration of the train becomes more and more serious.
The lateral vibration of the train is mainly attenuated by the suspension system of the train. The suspension system mainly has three suspension modes of passive suspension, semi-active suspension and active suspension. The traditional passive suspension system has the advantages of simple structure and low cost, but has insufficient performance and is difficult to meet the requirement of the running stability of the locomotive vehicle; the active suspension system has better control performance, but consumes a large amount of energy; the semi-active suspension system has the advantages of simple structure and low cost of the passive suspension system, and has control performance close to that of the full-active suspension system. Therefore, the semi-active suspension control system is widely applied to the field of transverse vibration control of high-speed trains in China at present.
The semi-active suspension system mainly adopts an adjustable damper as an actual actuator of a train, and currently, a magneto rheological damper with the advantages of large damping force control range, stepless adjustability, high response speed, good temperature stability and the like is frequently adopted. However, the magneto-rheological damper has time lag between speed and displacement, and because the prior art cannot design an effective solution aiming at the characteristic, the existing semi-active suspension system based on the magneto-rheological damper still has the defect of being not negligible.
Disclosure of Invention
Aiming at the defects in the prior art, the transverse vibration control method of the high-speed train based on the magnetorheological damping model solves the problem that the transverse vibration control capability of the train is insufficient under the scheme of a semi-active suspension system due to the fact that the prior art cannot effectively overcome the characteristic of time lag between speed and displacement of a magnetorheological damper.
In order to achieve the purpose of the invention, the invention adopts the technical scheme that: a high-speed train transverse vibration control method based on a magnetorheological damping model comprises the following steps:
s1, connecting a first primary magneto-rheological damper and a second primary magneto-rheological damper between a bogie and a wheel pair of the high-speed train in a differential structure mode; a first secondary magnetorheological damper and a second secondary magnetorheological damper are connected between the bogie and the vehicle body in a differential structure mode;
s2, according to the dynamic model theory of the high-speed train and the Bouc-Wen magnetorheological damping dynamic model, fitting the time lag phenomenon between the speed and the displacement of the magnetorheological damper by adopting a hyperbolic tangent function, and performing dynamic modeling on the high-speed train additionally provided with the magnetorheological damper to obtain a nonlinear current control variable damping model of the high-speed train;
s3, according to the nonlinear current control variable damping model of the high-speed train, a controller model is constructed by adopting a second-order slip film control method, and the optimal regulation and control expression of the control current of the first system of magneto-rheological damper and the second system of magneto-rheological damper is obtained; and according to the expression, two primary magneto-rheological dampers and two secondary magneto-rheological dampers are driven by current to suppress the transverse vibration of the high-speed train.
Further, one end of the first primary magnetorheological damper and one end of the second primary magnetorheological damper in the step S1 are respectively and fixedly connected with a bogie of the high-speed train; the other end of the first primary magnetorheological damper and the other end of the second primary magnetorheological damper are respectively fixedly connected with the wheel pair;
one end of the first secondary magneto-rheological damper and one end of the second secondary magneto-rheological damper are fixedly connected with a bogie of the high-speed train respectively; the other end of the first secondary magneto-rheological damper and the other end of the second secondary magneto-rheological damper are fixedly connected with the vehicle body respectively.
Further, the nonlinear current control variable damping model of the high-speed train obtained in step S2 includes the following equation:
Figure BDA0002294941580000021
Figure BDA0002294941580000031
Figure BDA0002294941580000033
z＝tanh(β+(δ1i+δ0)sign(x))(8)
α＝α2i2+α1i+α0(9)
wherein x is a displacement state vector and is displaced by the vehicle body by ycAnd bogie displacement ytComposition is carried out; m is a total mass matrix; mcThe vehicle body mass; mtIs the bogie mass; c (i) is a damping matrix related to the current i; k (i) is a stiffness matrix associated with the current i; csyIs a second series of transverse damping parameters; cpyIs a series of transverse damping parameters; c. C0Is a damping viscous bias coefficient; c. C1Is a damping viscosity proportionality coefficient; ksyIs a second series transverse rigidity parameter; kpyIs a series of transverse stiffness parameters; k is a radical of0Is a stiffness bias coefficient; k is a radical of1Is a stiffness proportionality coefficient; h (x, i) is a damper speed displacement time lag vector; g is a disturbance vector caused by the irregularity of the train track; y isw1A first displacement for the wheel set; y isw2The second displacement of the wheel set, α is a hysteresis variable, z is a hysteresis loop evolution variable, β is a first hysteresis loop shape parameter, and delta1Is a second hysteresis loop shape parameter; delta0Is the third hysteresis loop shape parameter α0α is a first hysteresis coefficient1α is a second hysteresis coefficient2Is a third lag coefficient; tanh () is a hyperbolic tangent function; sign () is a sign function; superscript denotes the first derivative of the variable; superscript. denoting the second order of the variableA derivative.
Further, the controller model in step S3 includes the following equation:
Figure BDA0002294941580000037
Figure BDA0002294941580000041
Figure BDA0002294941580000042
Figure BDA0002294941580000044
Figure BDA0002294941580000045
Figure BDA0002294941580000046
Figure BDA0002294941580000047
wherein τ is a time variable; segment () is a hyperbolic secant function; the formula (10), the formula (11), the formula (12) and the formula (13) form an optimal control expression of the control current of the magnetorheological damper, itIs a control current, sigma, of a magnetorheological dampert、HtAnd GtIs three intermediate variables, mu, of a series of magneto-rheological damping equationstIs a series of step size factors; rhotIs a form factor; lambda [ alpha ]tIs a scaling factor; the formula (14), the formula (15), the formula (16) and the formula (17) form a control current optimal regulation expression of the two-system magneto-rheological damper, icIs the control current, sigma, of a two-series magneto-rheological damperc、HcAnd GcThree intermediate variables, mu, of a two-series magnetorheological damping equation systemcIs a secondary step-size factor; rhocIs a two-series form factor; lambda [ alpha ]cIs a two-system scale factor.
The invention has the beneficial effects that: the magneto-rheological damper is arranged between the train body and the bogie of the high-speed train in a differential structure mode, so that the influence of the initial compression or expansion state of the magneto-rheological damper on the offset of the train is effectively overcome; on the basis of a Bouc-Wen magnetorheological damping power model and a dynamics model theory of a high-speed train, a hyperbolic tangent function fitting time lag variable between the speed and the displacement of the magnetorheological damper is added, a complete and accurate nonlinear current control variable damping model of the high-speed train is provided and used for guiding the current control of the magnetorheological damper to be highly matched with the electric control characteristic of the magnetorheological damper in a real environment, and finally the magnetorheological damper is electrically controlled through a control method of a second-order slip film with high control precision, so that the suppression of the transverse vibration of the high-speed train is realized.
Drawings
FIG. 1 is a schematic flow chart of a high-speed train transverse vibration control method based on a magnetorheological damping model;
FIG. 2 is a schematic view of a magnetorheological damper installation;
wherein, 1, a vehicle body; 2. a bogie; 3. a wheel set; 4. a first secondary magnetorheological damper; 5. a second series of magneto-rheological dampers; 6. a first primary magnetorheological damper; 7. the second system is a magnetorheological damper.
Detailed Description
The following description of the embodiments of the present invention is provided to facilitate the understanding of the present invention by those skilled in the art, but it should be understood that the present invention is not limited to the scope of the embodiments, and it will be apparent to those skilled in the art that various changes may be made without departing from the spirit and scope of the invention as defined and defined in the appended claims, and all matters produced by the invention using the inventive concept are protected.
As shown in fig. 1, in an embodiment of the present invention, a method for controlling lateral vibration of a high-speed train based on a magnetorheological damping model includes the following steps:
s1, connecting a first primary magnetorheological damper 6 and a second primary magnetorheological damper 7 between the bogie 2 and the wheel pair 3 of the high-speed train in a differential structure mode; a first secondary magnetorheological damper 4 and a second secondary magnetorheological damper 5 are connected between the bogie 2 and the vehicle body 1 in a differential structure mode;
as shown in fig. 2, in step S1, one end of each of the first and second magnetorheological dampers 6 and 78 is fixedly connected to the bogie 2 of the high-speed train, and the other end thereof is fixedly connected to the wheel set 3 of the high-speed train; and one ends of the first secondary magnetorheological damper 4 and the second secondary magnetorheological damper are fixedly connected with the bogie 2 of the high-speed train, and the other ends of the first secondary magnetorheological damper and the second secondary magnetorheological damper are fixedly connected with the wheel pair 3 of the high-speed train.
S2, according to the dynamic model theory of the high-speed train and the Bouc-Wen magnetorheological damping dynamic model, fitting the time lag phenomenon between the speed and the displacement of the magnetorheological damper by adopting a hyperbolic tangent function, and performing dynamic modeling on the high-speed train additionally provided with the magnetorheological damper to obtain a nonlinear current control variable damping model of the high-speed train;
s3, according to the nonlinear current control variable damping model of the high-speed train, a controller model is constructed by adopting a second-order slip film control method, and the optimal regulation and control expression of the control current of the first system of magneto-rheological damper and the second system of magneto-rheological damper is obtained; and according to the expression, two primary magneto-rheological dampers and two secondary magneto-rheological dampers are driven by current to suppress the transverse vibration of the high-speed train.
The nonlinear current control variable damping model of the high-speed train obtained in the step S2 comprises the following equations:
Figure BDA0002294941580000061
Figure BDA0002294941580000064
Figure BDA0002294941580000067
Figure BDA0002294941580000065
Figure BDA0002294941580000066
z＝tanh(β+(δ1i+δ0)sign(x))(8)
α＝α2i2+α1i+α0(9)
wherein x is a displacement state vector and is displaced by the vehicle body by ycAnd bogie 2 displacement ytComposition is carried out; m is a total mass matrix; mcThe vehicle body mass; mtIs the bogie 2 mass; c (i) is a damping matrix related to the current i; k (i) is a stiffness matrix associated with the current i; csyIs a second series of transverse damping parameters; cpyIs a series of transverse damping parameters; c. C0Is a damping viscous bias coefficient; c. C1Is a damping viscosity proportionality coefficient; ksyIs a secondary transverse stiffness parameter; kpyIs a series of transverse stiffness parameters; k is a radical of0Is a stiffness bias coefficient; k is a radical of1Is a stiffness proportionality coefficient; h (x, i) is a damper speed displacement time lag vector; g is a disturbance vector caused by the irregularity of the train track; y isw1A first displacement for wheel pair 3; y isw2For the second displacement of the wheel set 3, α is a hysteresis variable, z is a hysteresis loop evolution variable, β is a first hysteresis loop shape parameter, delta1Is a second hysteresis loop shape parameter; delta0Is the shape parameter of the third hysteresis line α0α is a first hysteresis coefficient1α is a second hysteresis coefficient2Is a third lag coefficient; tanh () is a hyperbolic tangent function; sign () is a sign function; superscript denotes the first derivative of the variable; the superscript · denotes the second derivative of the variable.
The controller model in step S3 includes the following equations:
Figure BDA0002294941580000071
Figure BDA0002294941580000072
Figure BDA0002294941580000073
Figure BDA0002294941580000074
Figure BDA0002294941580000075
Figure BDA0002294941580000076
Figure BDA0002294941580000077
Figure BDA0002294941580000081
Figure BDA0002294941580000082
wherein τ is a time variable; segment () is a hyperbolic secant function; formula (10), formula (11)The formula (12) and the formula (13) form an optimal control expression of the control current of the magneto-rheological damper, itIs a control current, sigma, of a magnetorheological dampert、HtAnd GtIs three intermediate variables, mu, of a series of magneto-rheological damping equationstIs a series of step size factors; rhotIs a form factor; lambda [ alpha ]tIs a scaling factor; the formula (14), the formula (15), the formula (16) and the formula (17) form a control current optimal regulation expression of the two-system magneto-rheological damper, icIs the control current, sigma, of a two-series magneto-rheological damperc、HcAnd GcThree intermediate variables, mu, of a two-series magnetorheological damping equation systemcIs a secondary step-size factor; rhocIs a two-series form factor; lambda [ alpha ]cIs a two-system scale factor.
The magneto-rheological damper is arranged between the body 1 and the bogie 2 of the high-speed train in a differential structure mode, so that the influence of the initial compression or expansion state of the magneto-rheological damper on the offset of the train is effectively overcome; on the basis of a Bouc-Wen magnetorheological damping power model and a dynamic model theory of a high-speed train, a hyperbolic tangent function fitting time lag variable between the speed and the displacement of the magnetorheological damper is added, a complete and accurate nonlinear current control variable damping model of the high-speed train is provided and used for guiding the current control of the magnetorheological damper to be highly matched with the electric control characteristic of the magnetorheological damper in a real environment, and finally the magnetorheological damper is electrically controlled by a control method of a second-order slip film with high control precision, so that the suppression of the transverse vibration of the high-speed train is realized.

Claims (4)

1. A high-speed train transverse vibration control method based on a magnetorheological damping model is characterized by comprising the following steps:
s1, connecting a first primary system magneto-rheological damper (6) and a second primary system magneto-rheological damper (7) between a bogie (2) and a wheel pair (3) of the high-speed train in a differential structure mode; a first secondary magnetorheological damper (4) and a second secondary magnetorheological damper (5) are connected between the bogie (2) and the vehicle body (1) in a differential structure mode;
s2, according to the dynamic model theory of the high-speed train and the Bouc-Wen magneto-rheological damping dynamic model, fitting a time lag phenomenon between the speed and the displacement of the magneto-rheological damper by adopting a hyperbolic tangent function, and performing dynamic modeling on the high-speed train additionally provided with the magneto-rheological damper to obtain a nonlinear current control variable damping model of the high-speed train;
s3, according to the nonlinear current control variable damping model of the high-speed train, a controller model is established by a second-order slip film control method, and an optimal regulation expression of control currents of the first series of magneto-rheological dampers and the second series of magneto-rheological dampers is obtained; and according to the expression, two primary magneto-rheological dampers and two secondary magneto-rheological dampers are driven by current to suppress the transverse vibration of the high-speed train.
2. The method for controlling the transverse vibration of the high-speed train based on the magnetorheological damping model according to claim 1, wherein one end of the first series of magnetorheological dampers (6) and one end of the second series of magnetorheological dampers (7) in the step S1 are respectively and fixedly connected with a bogie (2) of the high-speed train; the other end of the first primary system magneto-rheological damper (6) and the other end of the second primary system magneto-rheological damper (7) are respectively and fixedly connected with the wheel pair (3);
one end of the first secondary magneto-rheological damper (4) and one end of the second secondary magneto-rheological damper (5) are respectively and fixedly connected with a bogie (2) of the high-speed train; the other end of the first secondary magneto-rheological damper (4) and the other end of the second secondary magneto-rheological damper (5) are fixedly connected with the vehicle body (1) respectively.
3. The method for controlling the transverse vibration of the high-speed train based on the magnetorheological damping model according to claim 1, wherein the nonlinear current-controlled variable damping model of the high-speed train obtained in the step S2 comprises the following equations:
Figure FDA0002294941570000021
Figure FDA0002294941570000022
Figure FDA0002294941570000023
Figure FDA0002294941570000025
Figure FDA0002294941570000027
z＝tanh(β+(δ1i+δ0)sign(x)) (8)
α＝α2i2+α1i+α0(9)
wherein x is a displacement state vector and is displaced by the vehicle body by ycAnd bogie (2) displacement ytComposition is carried out; m is a total mass matrix; mcThe vehicle body mass; mtIs the bogie (2) mass; c (i) is a damping matrix related to the current i; k (i) is a stiffness matrix associated with the current i; csyIs a second series of transverse damping parameters; cpyIs a series of transverse damping parameters; c. C0Is a damping viscous bias coefficient; c. C1Is a damping viscosity proportionality coefficient; ksyIs a second series transverse rigidity parameter; kpyIs a series of transverse stiffness parameters; k is a radical of0Is a stiffness bias coefficient; k is a radical of1Is a stiffness proportionality coefficient; h (x, i) is a damper speed displacement time lag vector; g is a disturbance vector caused by the irregularity of the train track; y isw1For a first displacement of the wheel set (3); y isw2Is a wheelFor the second displacement of (3), α is the lag variable, z is the evolution variable of the hysteresis loop, β is the shape parameter of the first hysteresis loop, delta1Is a second hysteresis loop shape parameter; delta0Is the third hysteresis loop shape parameter α0α is a first hysteresis coefficient1α is a second hysteresis coefficient2Is a third lag coefficient; tanh () is a hyperbolic tangent function; sign () is a sign function; superscript denotes the first derivative of the variable; the superscript · denotes the second derivative of the variable.
4. The method for controlling the transverse vibration of the high-speed train based on the magnetorheological damping model according to claim 3, wherein the controller model in the step S3 comprises the following equations:
Figure FDA0002294941570000032
Figure FDA0002294941570000034
Figure FDA0002294941570000035
Figure FDA0002294941570000037
Figure FDA0002294941570000038
wherein τ is a time variable; segment () is a hyperbolic secant function; the formula (10), the formula (11), the formula (12) and the formula (13) form an optimal control expression of the control current of the magnetorheological damper, itIs a control current, sigma, of a series of magneto-rheological damperst、HtAnd GtIs three intermediate variables, mu, of a series of magneto-rheological damping equationstIs a series of step size factors; rhotIs a form factor; lambda [ alpha ]tIs a scaling factor; the formula (14), the formula (15), the formula (16) and the formula (17) form a control current optimal regulation expression of the two-system magneto-rheological damper, icControl current, sigma, for a two-series magnetorheological damperc、HcAnd GcThree intermediate variables, mu, of a two-series magnetorheological damping equation systemcIs a secondary step-size factor; rhocIs a two-series form factor; lambda [ alpha ]cIs a two-system scale factor.
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