WO2021082441A1 - 高速列车侧滚、点头、摇头动态行为的力矩控制方法 - Google Patents

高速列车侧滚、点头、摇头动态行为的力矩控制方法 Download PDF

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WO2021082441A1
WO2021082441A1 PCT/CN2020/093916 CN2020093916W WO2021082441A1 WO 2021082441 A1 WO2021082441 A1 WO 2021082441A1 CN 2020093916 W CN2020093916 W CN 2020093916W WO 2021082441 A1 WO2021082441 A1 WO 2021082441A1
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train
head
rolling
control
shaking
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PCT/CN2020/093916
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English (en)
French (fr)
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张春巍
王昊
徐洋
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青岛理工大学
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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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

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  • the embodiments of the present application relate to related engineering technical fields such as vibration suppression in railway engineering, and in particular to a torque control method for the dynamic behavior of high-speed trains rolling, nodding, and shaking their heads.
  • High-speed railway has many economic and technological advantages such as high speed, low energy consumption, large transportation capacity, safety, etc., and has become a harmonious and friendly green transportation tool that countries all over the world develop first.
  • vibration control devices such as train suspension systems can effectively reduce the unfavorable dynamic response of trains in operation, effectively improve the stability of trains, and ensure the comfort of passengers.
  • the running stability of high-speed trains has always been a hot spot in the research of locomotives and rolling stock.
  • the vibration reduction technology of trains is of great significance to ensure the safe and stable operation of trains, the service life of trains and tracks, and the guarantee of railway infrastructure and auxiliary facilities.
  • the train vibration reduction technology is conducive to improving the train's stability, thereby increasing its running speed.
  • the financial internal rate of return for the speed target value of 350km/h is 0.84
  • the financial internal rate of return for the speed target value of 300km/h is 0.73, an increase of 0.11. It can be seen that the operating speed of the train is
  • the importance of improving the contribution to economic benefits further illustrates the importance of improving train stability and the significance of our research on stability.
  • High-speed railways run fast and their dynamic behaviors are complex. During operation, they may suffer from track irregularities, air pressure differences between trains, and dynamic behaviors of external factors such as wind, rain, and snow. This is no longer a single motion mode control problem. It is a complex problem involving the translation (ups and downs, yaw and extension), swing motion (nodding, shaking and rolling) of the car body and its coupled vibration and motion. It is important to study the control system that is suitable for solving the complex dynamic behavior of the train. Theoretical and practical significance.
  • suspension systems are generally used to control the vibration and other unfavorable dynamic behaviors of the train.
  • the damping performance of the suspension system is an important index to ensure the comfort, safety and running stability of the train.
  • the current suspension system mainly includes passive, semi-active and active suspension methods. Because active suspension can more effectively reduce the vibration of the car body, and more obviously improve the ride comfort of the train, it is currently the most active and effective control technology. Received the attention of scholars.
  • the existing suspension system is mainly divided into two directions of action: vertical and horizontal.
  • the vertical control function of the suspension system is mainly aimed at the ups and downs, nodding, and side roll of the car body, and the lateral control function is mainly aimed at the head shaking and yaw of the car body.
  • the installation of the suspension system can effectively reduce the vibration of the car body and improve the smooth running of the train.
  • suspension systems are only divided into two directions of action, vertical and lateral, their output directions are also limited to two directions, which makes the control function of the suspension system unable to be fully exerted, and the unfavorable dynamic response of the train cannot be fully suppressed. . Therefore, experts and scholars are still focusing 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 improve the running stability of the train.
  • the existing hypothetical analysis method of ceiling dampers for dynamic behavior control of trains is inherently unreasonable.
  • the existing simplified analysis method essentially ignores the fact that the mass of the bogie is limited. It is assumed that the output force of the virtual ceiling shock absorber suppresses the dynamic behavior of the car body, while ignoring the reaction of the virtual shock absorber acting on the car body. force.
  • due to the limited mass of the actual car body bogie it is a sub-system with limited mass.
  • the reaction force of the car body has a non-negligible effect on the dynamic behavior of the car body itself, the bogie and the train as a whole. Therefore, the car body needs to be considered comprehensively. The influence of the reaction force on the control effect of the dynamic behavior of the car body.
  • the existing analysis method is compared with the theoretical analysis method of the actual situation.
  • the essential difference is that the existing analysis method ignores the basic facts of acting force and reaction force. Considering it as infinite, the influence of the reaction force of the car body on the dynamic behavior of the train is ignored, and the influence of the reaction force acting on the subsystem with limited mass is not negligible.
  • the train analysis method is simplified, and it can be found that the essence of the simplified analysis model of train dynamic behavior is equivalent to the mass tuned damper (TMD) in the field of vibration control.
  • TMD mass tuned damper
  • the suspension system has a certain control effect on the ups and downs of the car body, nodding, side roll, head shaking and yaw.
  • the existing suspension system technology is only divided into two directions of action, the direction of the force It is also limited to two straight-line directions.
  • the dynamic response of the train will produce motion similar to the form of rotation, as shown in Figure 5 (a), (b), (d).
  • the prior art has an ideal control effect for the motion forms shown in Fig. 5(c) and (e), and the output direction of the suspension system is along a straight line, which can give full play to its control effect.
  • the most ideal control method is to apply the control torque, which will fully inhibit the above dynamic behaviors, maintain the stability of the car body, and improve the passengers.
  • the comfort level is very important.
  • the control force characteristics of the suspension system show strong nonlinearity due to the action of two linear forces.
  • the system control effect is different, and even under a certain excitation frequency, the suspension system Not only does it have no control effect, it will amplify the response of the system and cannot produce the expected control torque effect. Therefore, it is necessary to study a control method that can directly provide the control torque effect to impose direct on the dynamic behavior of the train with the rotation component. Effective control.
  • the main purpose of the present invention is to provide a torque control method for the dynamic behavior of rolling, nodding, and shaking the head of a high-speed train, which generates a control torque directly acting on the car body, and realizes the rolling, nodding, and shaking of the car body.
  • the unfavorable dynamic behavior of the sports form is effectively controlled.
  • a torque control method for the dynamic behaviors of rolling, nodding, and shaking the head of a high-speed train includes a control device, and the control device includes a rear control module, a train lateral control module, and a vehicle.
  • the top and bottom control modules cooperate with each other to generate the control torque in the corresponding direction, which directly acts on the train body, respectively suppressing the dynamic behavior of rolling, nodding and shaking the head of the high-speed train.
  • the rear control module, the train lateral control module, and the roof and bottom control modules all have three types of suspension modes: passive suspension, semi-active suspension, and active suspension.
  • control device includes a moment of inertia body, a rotating shaft, and a rotation restoring force providing mechanism.
  • control device is fixedly connected to the train body through a connecting plate.
  • the outer shape of the moment of inertia body is circular, disc or ring.
  • the moment of inertia body is parallel to the rotating surface of the train body, the rotation restoring force providing mechanism is connected perpendicularly to the rotating shaft, and the rotating shaft is connected perpendicularly to the body of moment of inertia.
  • control torque of the control device generates an effective control torque through the acceleration and deceleration rotary motion.
  • the torque control method for the dynamic behavior of rolling, nodding, and shaking the head of the high-speed train in the embodiment of the present application directly generates the control torque acting on the car body, so as to realize the dynamic behavior of the train with rotation such as Suppression of rolling, nodding and shaking head.
  • the basic principle of the present invention comes from the basic concept of mechanics: force and force couple cannot be equivalent to each other. In some cases, the motion characteristics of the controlled object determine that the form of rotational motion must be controlled by torque. Therefore, traditional control systems that use force or linear motion will fail.
  • the present invention proposes a control method that directly applies control torque to the vehicle body. , To make up for the vacancy of the existing high-speed train vibration control suspension system technology;
  • Figure 1 is a simplified analysis diagram of the suspension system of a high-speed train in the prior art
  • Figure 2 is an existing theoretical analysis diagram of the suspension system of a high-speed train
  • Figure 3 is the actual theoretical analysis diagram of the suspension system of the high-speed train
  • Figure 4 is the actual theoretical equivalent analysis diagram of the suspension system of the high-speed train
  • Figure 5 is a schematic diagram of the common dynamic behavior of high-speed trains
  • Figure 6 is a comparison between the present invention and the prior art
  • FIG. 7 is a three-dimensional diagram of the method for controlling the dynamic behavior of rolling, nodding and shaking the head of the high-speed train of the present invention installed in the high-speed train;
  • FIG. 8 is a schematic diagram of the structure of the module of the torque control method for the dynamic behavior of rolling, nodding and shaking the head of the high-speed train of the present invention.
  • the above drawings include the following reference signs: 1. Virtual transverse ceiling damper; 2. Virtual longitudinal ceiling damper; 3. Virtual rigid wall; 4. Vehicle body; 5. Actual horizontal suspension; 6. Actual vertical suspension 7. Train bogie; 8. Train wheel; 9. Train track; A. Roof and bottom control module; B. Rear control module; C. Train lateral control module; 10. Moment of inertia body; 11. Rotating shaft; 12. Rotation restoring force providing mechanism; 13. Connecting plate.
  • the terms “connected”, “fixed”, etc. should be interpreted broadly.
  • “fixed” can be a fixed connection, a detachable connection, or a whole; It can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be an internal communication between two components or an interaction relationship between two components, unless specifically defined otherwise.
  • the specific meanings of the above-mentioned terms in the present invention can be understood according to specific situations.
  • the torque control method for the dynamic behavior of rolling, nodding and shaking the head of a high-speed train of the present invention is different from the control method of the suspension system of the prior art. It directly generates the control torque acting on the car body to realize the train With the suppression of rotational dynamic behaviors such as rolling, nodding and shaking your head.
  • the torque control method proposed by the present invention for the dynamic behaviors of rolling, nodding, and shaking heads of high-speed trains is realized through three modules: roof and bottom control module A, rear control module B, and train side To control module C, which is installed on the top or bottom of the train, the rear of the car, and the side of the train.
  • the installation method can be different without affecting the normal operation of the train and the effective functioning of the method.
  • the moment of inertia body 10 with a circular outer contour is connected to a rotation restoring force providing mechanism 12 through a rotating shaft 11, and the rotation restoring force providing mechanism 12 is fixedly connected to a corresponding surface of the train car body 4 through a connecting plate 13.
  • the acceleration and deceleration of the rotational inertia body 10 will generate torque, which directly acts on the train body through the connecting plate 13 to realize the torque control of the dynamic behavior of the train with rotational motion components.
  • the moment of inertia body 10 is a relatively mass object, such as a mass disc, also called a moment of inertia disc.
  • the specific mechanical form of the rotation restoring force providing mechanism 12 can be a torsion spring, a torsion spring encapsulated by a damping fluid, or other mechanical structures, as long as the high-speed train rolls, nods, or shakes the head after the dynamic behavior of the rotation occurs, it can provide the rotation
  • the mechanism of the force of the rotation of the inertia disk may be a mechanism for providing the rotation restoring force, which is not limited in this application.
  • the rear control module, the train lateral control module and the roof and bottom control modules cooperate with each other, that is, the two control modules among the three control modules cooperate with each other, or the three control modules cooperate with each other. Generate the control torque corresponding to the direction.
  • the corresponding direction refers to the direction opposite to the rolling direction, head nodding direction, or head shaking direction of the high-speed train.
  • the above is a high-speed train, and the present invention is also applicable to ordinary trains.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

一种高速列车侧滚、点头、摇头动态行为的力矩控制方法，高速列车包括控制装置，控制装置包括车尾控制模块（B）、列车侧向控制模块（C）和车顶及车底控制模块（A），三个控制模块之间相互配合作用，产生对应方向的控制力矩，直接作用在列车车体（4），分别对高速列车的侧滚、点头、摇头动态行为进行抑制。该方法直接产生作用在车体（4）上的控制力矩，实现列车带有转动动态行为如侧滚、点头、摇头的抑制。

Description

高速列车侧滚、点头、摇头动态行为的力矩控制方法 技术领域
本申请实施例涉及铁路工程振动抑制等相关工程技术领域，尤其涉及高速列车侧滚、点头、摇头动态行为的力矩控制方法。
背景技术
高速铁路具有速度高、能耗低、运力大、安全等诸多经济技术优势，已经成为世界各国优先发展的和谐友好绿色交通工具。
在车辆等结构中合理地安装振动控制系统可以有效的降低车辆的不利动态行为，减小车体动态响应，维护车体稳定，减轻车体的破坏及损伤，保证乘客的舒适度，达到安全性、经济性与舒适可靠性的合理平衡。大量研究表明：振动控制装置如列车悬挂系统，可以有效降低列车在运行中的不利动态响应，有效提高列车的运行稳定性，保证乘客的舒适度。
高速列车的运行平稳性一直是机车车辆研究的热点，列车的减振技术对保证列车安全平稳运行、保证列车及轨道服役寿命、保证铁路基础辅助设施具有重要意义。列车减振技术有利于列车平稳性提高，进而提高其运行速度。现以包西高铁铜川至延安段速度目标值方案研究为例分析对经济效益的影响。在运价率相同时，速度目标值为350km/h的财务内部收益率为0.84，速度目标值为300km/h的财务内部收益率为0.73，提高了0.11，由此可见，列车的运行速度的提高对于经济效益的贡献的重要性，进一步说明了列车平稳性提高的重要性以及我们研究平稳性的重要意义。
高速铁路运行速度快，其动态行为复杂，在运行过程中可能遭受轨道不平顺、列车会车气压差以及风、雨、雪等外界因素的动态行为，已不是单一的运动模式的控制问题，而是涉及到车体平动(沉浮、横摆和伸缩)、摇摆运动(点头、摇头和侧滚)及其耦合振动与运动的复杂问题，研究适用于解决列车复杂动态行为的控制系统具有重要的理论与现实意义。
另一方面，针对高速列车的动态行为，目前普遍采用悬挂系统来对列车的振动及其他不利动态行为进行控制。悬挂系统的减振性能是保证列车的舒适性、安全性和运行平稳性的重要指标。当前悬挂系统主要包括被动、半主动和主动三种悬挂方式，由于主动悬挂可以更有效降低车体的振动，更明显改善列车的乘坐舒适性，是目前最为积极有效的控制技术，已经越来越受到学者的关注。而针对列车的动态行为，现有的悬挂系统主要分为两个作用方向：垂向和横向。悬挂系统垂向控制作用主要针对车体的沉浮、点头、侧滚，横向控制作用主要针对车体的摇头和横摆。悬挂系统的安装可以有效降低车体的振动，改善列车的运行平稳性。但是，由于当今悬挂系统均仅分为垂向和横向两个作用方向，其出力方向也仅限于两个方向，这使得悬挂系统的控制作用无法得到充分发挥，列车的不利动态响应无法得到充分抑制。因此，专家学者仍聚焦于改善悬挂系统技术，提高悬挂系统的控制效果，从而使控制系统能够发挥更大作用，提高列车的运行平稳性。
现有研究对于列车动态行为的控制均采用天棚阻尼器的假设，如图1所示，假设虚拟墙具有无穷大的刚度，虚拟天棚减振器和实际减振器实现列车的动态行为消减作用。现有技术悬挂系统采用减振器，牺牲有限质量的转向架运动，列车内部构造消耗振动能量，从而实现控制作用。然而实际列车转向架质量有限，对于具有转动成分的运动形式控制效果有限。
而且，对于现有列车动态行为控制的天棚阻尼器假设分析方法，本身具有不合理性。如图2所示，现有简化分析方法本质是忽略了转向架质量有限的事实，假设虚拟天棚减振器输出力的作用抑制车体动态行为，而忽略了车体作用虚拟减振器的反作用力。然而，由于实际车体转向架质量有限，是一个质量有限的子系统，车体的反作用力对于车体自身、转向架以及列车整体的动态行为具有不可忽略的影响，因此，需要综合考虑车体反作用力对于车体动态行为控制效果的影响。
如图3所示，与图2相比，对比了现有的分析方法和实际情况理论分析方法，其本质区别是现有的分析方法忽略了作用力与反作用力的基本事实，将转向架质量考虑为无穷大，忽略了车体反作用力对于列车动态行为的影响，而反作用力作用在有限质量的子系统，其影响是不可忽略的。如图4所示，将列车分析方法进行简化，可以发现，列车动态行为简化分析模型的本质等效于振动控制领域的质量调谐阻尼器(TMD)。
另外，悬挂系统针对车体的沉浮、点头、侧滚、摇头和横摆有一定的控制作用，但是，由于现有的悬挂系统技术均仅分为垂向和横向两个作用方向，其出力方向也仅限于两个直线方向。但是，由于现实情况下，列车的动态响应会产生类似于转动形式的运动，如图5(a),(b),(d)。现有技术对于图5(c),(e)所示的运动形式，控制作用较为理想，悬挂系统的出力方向沿直线，可以充分发挥出其控制效果。然而，对于图5(a),(b),(d)中，摇头、侧滚、点头等具有转动成分的运动形式，现有的悬挂系统技术提供的直线力作用，无法形成最有效的控制力作用，这使得现有的悬挂系统的控制作用无法得到充分发挥，列车的不利动态响应无法得到充分抑制。
对于以上如侧滚运动，这些具有转动成分的运动形式，最理想的控制方式 是施加控制力矩的作用，这会对以上动态行为起到充分的抑制作用，对维持车体的稳定性，提高乘客的舒适度，具有非常重要的意义。而通过大量试验和研究表明，两个直线力作用，悬挂系统的控制力特性呈现出了较强的非线性，对于不同的激励频率，系统控制效果不同，甚至在某种激励频率下，悬挂系统非但没有控制效果反而会放大体系的响应，无法产生预期的控制力矩作用，因此，需要研究一种可以直接提供控制力矩作用的控制方法，来对列车的以上带有转动成分的动态行为，施加直接有效的控制作用。
综上所述，随着高速铁路运行速度的提高和人们对乘坐舒适度的要求提高，列车在高速运行过程中由于复杂作用产生的动态行为，尤其是带有转动运动成分的动态行为的问题将更加突出，研究一种弥补现有悬挂技术，直接输出控制力矩的控制方法，对减小车体受动态扰动的不稳定运动行为，增强车体动态稳定性能，保证乘客的舒适度，减轻车体的破坏及损伤，提高列车服役寿命具有重要的理论与现实意义。
发明内容
有鉴于此，本发明的主要目的在于提供一种高速列车侧滚、点头、摇头动态行为的力矩控制方法，产生直接作用在车体上的控制力矩，实现对车体的侧滚、点头、摇头运动形式的不利动态行为进行有效的控制。
本申请实施例解决上述技术问题所采用的技术方案如下：
根据本申请实施例的一个方面，提供高速列车侧滚、点头、摇头动态行为的力矩控制方法，所述高速列车包括控制装置，所述控制装置包括车尾控制模块、列车侧向控制模块和车顶及车底控制模块，三个控制模块之间相互配合作用，产生对应方向的控制力矩，直接作用在列车车体，分别对高速列车的侧滚、点头、摇头动态行为进行抑制。
进一步地，所述车尾控制模块、列车侧向控制模块和车顶及车底控制模块均有被动悬挂、半主动悬挂、主动悬挂三种类型的悬挂方式。
进一步地，所述控制装置包括转动惯量体、转轴和转动恢复力提供机构。
进一步地，所述三个控制模块之间的转动恢复力提供机构的不同
进一步地，所述控制装置通过连接板与所述列车车体固定连接。
进一步地，所述转动惯量体外形为圆形，圆盘或者为圆环。
进一步地，所述转动惯量体平行于所述列车车体的转动面，所述转动回复力提供机构与所述转轴垂直连接，所述转轴与所述转动惯量体垂直连接。
进一步地，所述控制装置的控制力矩通过所述加速及减速回转运动来产生有效的控制力矩。
本申请实施例具有以下有益效果：
与现有技术悬挂系统的控制方法不同，本申请实施例的高速列车侧滚、点头、摇头动态行为的力矩控制方法，直接产生作用在车体上的控制力矩，实现列车带有转动动态行为如侧滚、点头、摇头的抑制。
(1)本发明的基本原理来自力学基本概念：力和力偶不能相互等效。某些情况下受控对象的运动特征决定了转动运动形式必须由力矩来控制，因此传统的以出力方式或线性运动的控制系统均将失效，本发明提出直接对车体施加控制力矩的控制方法，弥补了现有高速列车振动控制悬挂系统技术的空缺；
(2)减小车体受动态扰动的不稳定运动行为，增强车体动态稳定性能，保证乘客的舒适度，减轻车体的破坏及损伤，提高列车服役寿命。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图示出的结构获得其他的附图。
图1是现有技术高速列车悬挂系统简化分析图；
图2是高速列车悬挂系统现有理论分析图；
图3是高速列车悬挂系统实际理论分析图；
图4是高速列车悬挂系统实际理论等效分析图；
图5是高速列车常见的动态行为示意图；
图6是本发明与现有技术的对比；
图7是本发明高速列车侧滚、点头、摇头动态行为的力矩控制方法在高速列车中安装三维图；
图8是本发明高速列车侧滚、点头、摇头动态行为的力矩控制方法的模块的构造示意图。
其中，上述附图包括以下附图标记：1、虚拟横向天棚阻尼器；2、虚拟纵向天棚阻尼器；3、虚拟刚性墙；4、车体；5、实际横向悬挂；6、实际竖向悬挂；7、列车转向架；8、列车轮；9、列车轨道；A、车顶及车底控制模块；B、车尾控制模块；C、列车侧向控制模块；10、转动惯量体；11、转轴；12、转动回复力提供机构；13、连接板。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明的一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
需要说明，本发明实施例中所有方向性指示(诸如上、下、左、右、前、后……)仅用于解释在某一特定姿态(如附图所示)下各部件之间的相对位置关系、运动情 况等，如果该特定姿态发生改变时，则该方向性指示也相应地随之改变。
另外，在本发明中涉及“第一”、“第二”等的描述仅用于描述目的，而不能理解为指示或暗示其相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。另外，各个实施例之间的技术方案可以相互结合，但是必须是以本领域普通技术人员能够实现为基础，当技术方案的结合出现相互矛盾或无法实现时应当认为这种技术方案的结合不存在，也不在本发明要求的保护范围之内。
在本发明中，除非另有明确的规定和限定，术语“连接”、“固定”等应做广义理解，例如，“固定”可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系，除非另有明确的限定。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本发明中的具体含义。
如图6所示，本发明的一种高速列车侧滚、点头、摇头动态行为的力矩控制方法，与现有技术悬挂系统的控制方法不同，直接产生作用在车体上的控制力矩，实现列车带有转动动态行为如侧滚、点头、摇头的抑制。
如图7、8所示，本发明提出的高速列车侧滚、点头、摇头动态行为的力矩控制方法实现通过三个模块分别为车顶及车底控制模块A，车尾控制模块B，列车侧向控制模块C组成，分别安装在列车车顶或车底、车厢尾部、列车侧面上，在不影响列车的正常运行以及方法有效发挥作用前提下，其安装方式可以有所不同。圆形外轮廓的转动惯量体10通过转轴11与转动回复力提供机构12连接，转动回复力提供机构12通过连接板13与列车车体4相应的面固定连接。转动 惯量体10的加速及减速回转运动会产生力矩，直接通过连接板13作用在列车车体上，实现对列车带有转动运动成分动态行为的力矩控制。具体地，转动惯量体10为相当质量的物体，例如一个有质量圆盘，也叫转动惯量圆盘。转动回复力提供机构12的具体机械形式可以采用扭转弹簧，也可以是阻尼液封装的扭转弹簧或其他机械结构，只要是高速列车侧滚、点头、摇头动态行为的转动发生之后，可以提供使转动惯量圆盘回转的力的机构，都可以是转动回复力提供机构，本申请对此不作限制。车尾控制模块、列车侧向控制模块和车顶及车底控制模块之间相互配合作用，即三个控制模块之中的两两控制模块相互配合作用，或者三个控制模块一起相互配合作用，产生对应方向的控制力矩。对应方向是指与高速列车的侧滚方向、点头方向或摇头方向相反的方向。
以上所述为高速列车，本发明同样适用于普通列车。
以上仅为本发明的优选实施例，并非因此限制本发明的专利范围，凡是在本发明的发明构思下，利用本发明说明书及附图内容所作的等效结构变换，或直接/间接运用在其他相关的技术领域均包括在本发明的专利保护范围内。

Claims (8)

  1. 高速列车侧滚、点头、摇头动态行为的力矩控制方法，其特征在于，所述高速列车包括控制装置，所述控制装置包括车尾控制模块、列车侧向控制模块和车顶及车底控制模块，三个控制模块之间相互配合作用，产生对应方向的控制力矩，直接作用在列车车体，分别对高速列车的侧滚、点头、摇头动态行为进行抑制；所述对应方向是指与高速列车的侧滚方向、点头方向或摇头方向相反的方向。
  2. 如权利要求1所述的高速列车侧滚、点头、摇头动态行为的力矩控制方法，其特征在于，所述车尾控制模块、列车侧向控制模块和车顶及车底控制模块均有被动悬挂、半主动悬挂、主动悬挂三种类型的悬挂方式。
  3. 如权利要求1或2所述的高速列车侧滚、点头、摇头动态行为的力矩控制方法，其特征在于，所述控制装置包括转动惯量体、转轴和转动恢复力提供机构。
  4. 如权利要求3所述的高速列车侧滚、点头、摇头动态行为的力矩控制方法，其特征在于，所述三个控制模块之间的转动恢复力提供机构的不同
  5. 如权利要求4所述的高速列车侧滚、点头、摇头动态行为的力矩控制方法，其特征在于，所述控制装置通过连接板与所述列车车体固定连接。
  6. 如权利要求5所述的高速列车侧滚、点头、摇头动态行为的力矩控制方法，其特征在于，所述转动惯量体外形为圆形，圆盘或者为圆环。
  7. 如权利要求6所述的高速列车侧滚、点头、摇头动态行为的力矩控制方法，其特征在于，所述转动惯量体平行于所述列车车体的转 动面，所述转动回复力提供机构与所述转轴垂直连接，所述转轴与所述转动惯量体垂直连接。
  8. 如权利要求7所述的高速列车侧滚、点头、摇头动态行为的力矩控制方法，其特征在于，所述控制装置的控制力矩通过所述加速及减速回转运动来产生有效的控制力矩。
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