WO2021082773A1

WO2021082773A1 - Active and passive hybrid control system for dynamic behavior of high-speed train

Info

Publication number: WO2021082773A1
Application number: PCT/CN2020/115329
Authority: WO
Inventors: 张春巍; 王昊; 徐洋
Original assignee: 青岛理工大学
Priority date: 2019-10-31
Filing date: 2020-09-15
Publication date: 2021-05-06
Also published as: CN110745156A; CN110745156B

Abstract

Provided is an active and passive hybrid control system for dynamic behavior of a high-speed train. The system comprises: a translation component control unit and a rotation component control unit. The translation component control unit is fixed on a train body (7) by means of a connection plate (1). The rotation component control unit is connected to the translation component control unit. The translation component control unit (2) comprises a track plate Ⅰ (21) installed on the connecting plate (1), a movable plate Ⅰ (22) slidingly connected to the track plate Ⅰ (21), a track plate Ⅱ (23) fixed on the movable plate Ⅰ (22), and a movable plate Ⅱ (24) slidingly connected to the track plate Ⅱ (23). The rotation component control unit comprises a passive control assembly (3) and an active control assembly (4). The passive control assembly (3) is connected to the movable plate Ⅱ (24). The active control assembly (4) is connected to the passive control assembly (3). The invention suppresses both rotation and translation during operation, provides a high-speed train vibration control suspension system technique, reduces unstable motion behavior of a train body caused by dynamic disturbance, improves the dynamic stability of the train body, reduces damage to the train body, and improves the service life of a train.

Description

Active and passive hybrid control system for high-speed train dynamic behavior

Technical field

The invention relates to related engineering technical fields such as vibration suppression in railway engineering, and in particular to an active and passive hybrid control system for the dynamic behavior of high-speed trains.

Background technique

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.

On the other hand, for the dynamic behavior of high-speed trains, 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. For the dynamic behavior of the train, 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. However, since today’s 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 suspension system in the prior art uses a shock absorber, sacrificing the movement of the bogie with limited mass, and the internal structure of the train consumes vibration energy, thereby achieving a control effect. However, 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, the bogie and the train as a whole, and it has a significant impact on the motion form with rotating components. The control effect is limited. Therefore, it is necessary to comprehensively consider the influence of vehicle body reaction force on the control effect of vehicle body dynamic behavior.

In addition, the suspension system has a certain control effect on the ups and downs of the car body, nodding, side roll, head shaking and yaw. However, because 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. However, due to the actual situation, the dynamic response of the train will produce motion similar to the form of rotation, as shown in Figure 1 (a), (b), (d). The prior art has an ideal control effect for the motion forms shown in Fig. 1(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. However, in Figure 1(a), (b), (d), the motion forms with rotating components such as head shaking, side rolling, nodding, etc., the linear force provided by the existing suspension system technology cannot form the most effective control This makes the control effect of the existing suspension system unable to be fully exerted, and the unfavorable dynamic response of the train cannot be fully suppressed.

For the above motion forms with rotational components, such as rolling motion, for these motion forms with rotational components, the most ideal control method is to apply a control torque, which will fully inhibit the above dynamic behaviors and maintain the car. The stability of the body and the improvement of passenger comfort are of very important significance. Through a large number of experiments and studies, it has been shown that the control force characteristics of the suspension system show strong nonlinearity due to the action of two linear forces. For different excitation frequencies, 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.

In summary, as the speed of high-speed railways increases and people’s requirements for ride comfort increase, the dynamic behavior of trains due to complex effects during high-speed operation, especially the dynamic behavior with rotational motion components, will be a problem. More prominently, research a control system that compensates for the existing suspension technology and directly outputs the control torque, which can reduce the unstable motion behavior of the car body subjected to dynamic disturbances, enhance the dynamic stability of the car body, ensure the comfort of passengers, and reduce the car body. It has important theoretical and practical significance to improve the service life of trains.

The present invention was produced under such a background.

Summary of the invention

The main purpose of the present invention is to provide an active and passive hybrid control system for the dynamic behavior of high-speed trains to solve the shaking, rolling, nodding and other rotational components that occur during the operation of high-speed trains in the prior art and the linear motion of the train. Form yaw, ups and downs and telescopic movements; the linear force provided by the existing suspension system technology cannot form the most effective control force effect, which makes the control effect of the existing suspension system unable to be fully exerted, and the unfavorable dynamic response of the train The problem cannot be sufficiently suppressed.

In order to achieve the above objectives, the present invention adopts the following technical solutions:

A high-speed train dynamic behavior active and passive hybrid control system, which includes a translation component control unit and a rotation component control unit; the translation component control unit is fixed on the train body through a connecting plate, and the rotation component control unit is connected to the translation component control unit Unit

The translational component control unit includes a rail plate I installed on the connecting plate, a movable plate I slidably connected to the rail plate I, a rail plate II fixed on the movable plate I, and a movable plate II slidably connected to the rail plate II. , The track plate I and the track plate Ⅱ are provided with the main power rail, the movable plate I and the movable plate II are provided with the main power rail feet correspondingly, the size of the main power rail foot is compatible with the size of the main power rail, the track plate I and the track The direction of the main power guide rail on plate II is perpendicular;

The rotating component control unit includes a passive control assembly and an active control assembly. The passive control assembly is connected to the movable plate Ⅱ, and the active control assembly is connected to the passive control assembly;

The passive control assembly includes an annular base plate, an annular bushing connected to the annular base plate, and a central force axis rotatably connected to the annular base plate. The central force axis is located in the annular bushing, and the central force axis is covered with a return spring to reset One end of the spring is fixed on the top of the central force shaft, and the other end is fixed on the annular bottom plate. The space between the annular sleeve and the central force shaft is filled with damping fluid, and the upper and lower damping fluid is sealed with oil seals;

The active control assembly includes an active controller, a motor base, a driving motor fixed on the motor base, a rotating shaft connected with the driving motor, and a rotating mass disk connected to the top of the rotating shaft.

Further, limit blocks are installed at both ends of the track plate I, and the limit blocks are installed in the moving direction of the movable plate I to limit the movement range of the movable plate I; the two ends of the track plate II are also installed with limit blocks for use To limit the range of motion of the movable board II.

Further, there are auxiliary guide rails on the track board I and the track board II, and the bottom of the movable board I and the movable board II are correspondingly provided with auxiliary rail feet, and the size of the auxiliary rail feet is compatible with the size of the auxiliary guide rail;

Further, coils and high-strength permanent magnets are arranged in the main power rail; the main power rail feet are equipped with coils, and the principle of linear motors is used to drive the main power rail feet to move in the main power rail; the main power rail tracks are also provided with breaks. Electrical device, used to cut off the power supply of the entire translational component control unit in an emergency;

Furthermore, steel balls are installed on the bottom of the auxiliary rail to enhance the sliding effect of the auxiliary rail feet in the auxiliary rail; a grating ruler is also installed in the auxiliary rail for measuring and feedback of the movable plate I and/or the movable plate II. Linear displacement.

Further, the active control assembly is installed in the cylindrical shell, the motor base is fixed at the bottom of the cylindrical shell, and the cylindrical shell is topped with a cover plate.

Further, the central force shaft and the cylindrical shell are connected by a fastening sleeve.

Further, a bearing is installed between the central force shaft and the annular bottom plate.

Further, the annular sleeve is formed by splicing two semicircular annular sleeve pieces.

Further, the active controller includes a sensor and a controller. The sensor monitors the dynamic behavior of the train and actively controls the working state of the assembly, feeds back signals to the controller, and the controller controls the drive motor to work.

The present invention has the following beneficial effects:

(1) The active and passive hybrid control system for the dynamic behavior of the high-speed train adopts a composite design of translation and rotation, which can not only control the rolling, shaking and nodding movement of the train with rotational components, but also control the linear movement of the train, yaw, and nodding. Ups and downs and telescopic movement.

(2) The rotation component control unit includes a passive control assembly and an active control assembly. When the train sway is small, only the passive control assembly works. When the train sway is large, the active control assembly is turned on , It works in synergy with the passive control assembly to save energy, maximize the performance of the control system, and ensure the control efficiency of the control system.

(3) The present invention proposes a control method for directly applying control torque and linear control force to the car body, which makes up for the vacancy of the existing high-speed train vibration control suspension system technology, reduces the unstable motion behavior of the car body subject to dynamic disturbance, and enhances the car body. The body dynamic stability can ensure the comfort of passengers, reduce the damage and damage of the car body, and increase the service life of the train.

Description of the drawings

Figure 1 (a)-Figure 1 (e) are the train dynamic response state diagrams in the background technology;

Figure 2 is one of the schematic diagrams of installation of the present invention on a high-speed train;

Figure 3 is one of the three-dimensional structure diagrams of the present invention;

Figure 4 is a front view of the structure of the present invention;

Figure 5 is the second schematic diagram of the three-dimensional structure of the present invention;

Figure 6 is a schematic diagram of the structure of the translational component control unit;

Figure 7 is a schematic diagram of the installation of the main power rail and the main power rail foot, and the auxiliary rail and the auxiliary rail foot;

Figure 8 is a schematic diagram of the position of the steel ball;

Figure 9 is a schematic diagram of the position of the grating ruler;

Figure 10 is a schematic diagram of the passive control assembly structure;

Figure 11 is a schematic diagram of the bottom structure of the passive control assembly;

Figure 12 is a schematic diagram of the active control assembly structure;

Figure 13 is a schematic view of the structure of a cylindrical shell;

In the figure: 1. connecting plate; 2. translational component control unit; 21, track plate Ⅰ; 22, movable plate Ⅰ; 23, track plate Ⅱ; 24, movable plate Ⅱ; 25, limit block; 26, auxiliary rail Foot; 27, main power rail foot; 28, auxiliary rail; 281, steel ball; 29, main power rail; 3. passive control assembly; 31, annular bottom plate; 32, annular bushing; 33, central force axis; 34 , Return spring; 35, bearing; 4. active control assembly; 41, cylindrical shell; 42, cover plate; 43, fastening sleeve; 44, motor base; 45, drive motor; 46, shaft; 47, rotation quality Disk; 5. Power-off device; 6. Grating ruler; 7. Car body.

Detailed ways

The present invention will be further described below in conjunction with the accompanying drawings.

Example 1

As shown in Figure 2-13, the active and passive hybrid control system for the dynamic behavior of high-speed trains described in this embodiment includes a translational component control unit and a rotational component control unit; the translational component control unit is fixed on the train through a connecting plate. On the vehicle body 7, the rotation component control unit is connected to the translation component control unit.

As shown in Figures 6 and 7, the translational component control unit 2 includes a rail plate I21 mounted on the connecting plate, a movable plate I22 slidably connected to the rail plate I, a rail plate II23 fixed on the movable plate I, and a sliding plate. The movable plate Ⅱ 24 connected to the track plate Ⅱ, the track plate I and the track plate Ⅱ are provided with the main power guide rail 29, the main power guide rails on the track plate I and the track plate II are arranged perpendicular to each other; the movable plate I and the movable plate The main power rail foot 27 is correspondingly arranged at the bottom of the plate II. The size of the main power rail foot is adapted to the size of the main power rail. The direction of the main power rail on the rail plate I and the rail plate II is perpendicular; the two ends of the rail plate I have limited installation Block 25, the limit block is installed in the moving direction of the movable plate I to limit the moving range of the movable plate I; the two ends of the track plate II are also equipped with limit blocks to limit the moving range of the movable plate II.

There are auxiliary guide rails 28 on the track board I and the track board II. The bottom of the movable board I and the movable board II are provided with auxiliary rail feet 26. The size of the auxiliary rail feet is compatible with the size of the auxiliary guide rail and is used for the auxiliary track board I and the track. Movement of plate II. As shown in Figure 9, a grating scale 6 is also installed in the auxiliary guide rail for measuring and feeding back the linear displacement of the movable plate I and/or the movable plate II.

Coils and high-strength permanent magnets are arranged in the main power rail; coils are arranged in the main power rail feet, and the movable plate I and/or the movable plate II are driven to accelerate or decelerate according to the shaking state of the train by using the principle of linear motor.

The rotation component control unit includes a passive control assembly 3 and an active control assembly 4. The passive control assembly is connected to the movable plate Ⅱ, and the active control assembly is connected to the passive control assembly.

As shown in Figures 10 and 11, the passive control assembly includes an annular bottom plate 31, an annular sleeve 32 connected to the annular bottom plate, and a central force shaft 33 rotatably connected to the annular bottom plate. The central force axis is located in the annular sleeve. , The center force shaft is covered with a return spring 34. One end of the return spring is fixed on the top of the center force shaft, and the other end is fixed on the ring bottom plate. The space between the ring sleeve and the center force shaft is filled with damping fluid. The damping fluid is used up and down. Oil seal seal; in the passive control process, the active control assembly acts as the rotating mass of the passive control module. During the train rolls, nods, and shakes the head, the central force axis drives the active control assembly to rotate, and the generated reaction force passes through the fixed module Acting on the train, it inhibits the rolling, nodding, and shaking movements of the train. The damping fluid can weaken the rotation of the central force axis and enhance the suppression effect. The return spring controls the return of the central force axis.

As shown in Fig. 12, the active control assembly includes an active controller, a motor base 44, a driving motor 45 fixed on the motor base, a rotating shaft 46 connected to the driving motor, and a rotating mass disk 47 connected to the top of the rotating shaft.

The central force shaft and the cylindrical shell 41 are connected by a fastening sleeve 43, and a bearing 35 is installed between the central force shaft and the annular bottom plate, which can realize the rotation of the central force shaft and reduce the gap between the central force shaft and the annular bottom plate. friction.

The ring bushing is formed by splicing two semicircular ring bushing pieces, and the two semicircular ring bushing pieces are connected with a card slot, which is convenient for direct installation or disassembly from both sides.

The active controller includes a sensor and a controller. The sensor monitors the dynamic behavior of the train and actively controls the working status of the assembly, feedback signals to the controller, and the controller controls the drive motor to work. The controller can be installed on the motor base along with the active control assembly Rotation can also be installed on the train without moving with the active control assembly. The connection between the controller and the drive motor and the signal transmission are existing technologies and will not be described in detail here.

Specific implementation process:

The active and passive hybrid control system for the dynamic behavior of the high-speed train proposed by the present invention realizes that the three modules are installed on the roof or bottom of the train, the rear of the car and the side of the train respectively, without affecting the normal operation of the train and the effective functioning of the method. The installation method can be different. The control system is fixed to the corresponding control surface of the car body through the connecting plate, and realizes the control of the translation and rotation dynamic behavior of the corresponding surface of the train.

For the translational state, for example, the sensor detects the yaw, float, and telescopic motion of the train and transmits it to the controller. The controller transmits the motion signal to the translational component control unit, using the principle of linear motor to move The board I and the movable board II accelerate or decelerate according to the shaking state of the train. The grating ruler measures and feeds back the position of the movable board I or the movable board II in real time. The controller real-timely measures the speed and acceleration of the movable board I or the movable board II. Control, the reaction force generated by the movement of the movable plate I and the movable plate II reduces the vibration in the plane. At this time, the rotation component control unit acts as the mass of the translation component control unit to assist the movement of the translation component control unit and provide weakening of the train. The reaction force of the yaw, ups and downs, and telescopic movements that occur.

The yaw, ups and downs and telescopic movements of the train, the translational component control unit accelerates or decelerates according to the swaying state of the train, generates a corresponding reaction force to be applied to the car body, and then weakens the yaw, float, and telescopic movement of the train. purpose.

Rotational state, such as the moving state of the train's head shaking, side-rolling, nodding, etc., when the train sway is small, only the passive control assembly moves, the central force axis drives the passive control assembly to rotate, and the reaction force generated passes through The fixed module acts on the train to inhibit the rolling, nodding, and shaking of the train. During the rotation of the central force axis, the damping fluid and the return spring can play a role in weakening the rotation and controlling the reset of the central force axis, thereby weakening The purpose of the train's rolling, nodding, and shaking head movements.

When the train rolls, nods, or shakes the head excessively, the active control assembly needs to be opened on the basis of the passive control assembly action. The active controller transmits the shaking signal to the drive motor, and the drive motor is turned on to drive the rotation of the moment of inertia disk. , Produce reaction force, which is transmitted to the passive control assembly through the motor base, and cooperates with the passive control assembly to form active and passive composite control, which enhances the suppression effect, enhances the suppression effect, and then weakens the rolling, nodding, and shaking of the train. purpose.

Example 2

As shown in Figure 13, the difference between this embodiment and embodiment 1 is that the active control assembly is installed in the cylindrical shell, the motor base is fixed at the bottom of the cylindrical shell, the cylindrical shell is topped with a cover plate 42, and the active control assembly is cylindrical After the shell is covered, it is beneficial to prevent dust, ensure the cleanliness of the active control assembly, and has a stronger integrity. The cylindrical shell and cover plate and the active control assembly together form the rotating mass of the passive control assembly. Others and implementation Example 1 is consistent.

Example 3

As shown in Fig. 9, the main power guide rail is also provided with a power cutoff device 13 in the track, which is used to cut off the power supply of the entire translational component control unit in an emergency.

Example 4

As shown in Figure 8, steel balls 281 are installed at the bottom of the auxiliary rail to enhance the sliding effect of the auxiliary rail feet in the auxiliary rail.

In the description of the present invention, examples are mainly for high-speed trains. The above technical solutions are also suitable for other trains; it should be noted that the terms "front end", "rear end", "left and right", "up", "down", The orientation or positional relationship indicated by "horizontal" is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, It is constructed and operated in a specific orientation, so it cannot be understood as a limitation to the present invention.

In the description of the present invention, it should also be noted that the terms "set", "installation", "connected", "connected" and "connected" should be understood in a broad sense unless otherwise clearly specified and limited. For example, It can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication between two components. For those of ordinary skill in the art, the specific meanings of the above-mentioned terms in the present invention can be understood according to specific situations.

Of course, the above content is only a preferred embodiment of the present invention, and cannot be regarded as limiting the scope of the present invention. The present invention is not limited to the above examples, and equal changes and improvements made by those of ordinary skill in the art within the essential scope of the present invention shall fall within the scope of the patent of the present invention.

Claims

An active and passive hybrid control system for the dynamic behavior of high-speed trains, which is characterized by comprising a translational component control unit and a rotational component control unit; the translational component control unit is fixed on the train body (7) through a connecting plate (1) and rotates The composition control unit is connected to the translational composition control unit;

The translational component control unit (2) includes a rail plate I (21) installed on the connecting plate (1), a movable plate I (22) slidably connected to the rail plate I (21), and a movable plate I (22) fixed on the movable plate I (22). ) On the track plate Ⅱ (23) and the movable plate Ⅱ (24) slidably connected to the track plate Ⅱ (23), the track plate Ⅰ (21) and the track plate Ⅱ (23) are both provided with a main power guide rail (29) ), the bottom of the movable plate Ⅰ (22) and movable plate Ⅱ (24) are correspondingly provided with main power rail feet (27), the size of the main power rail feet (27) is compatible with the size of the main power guide rail (29), the track plate Ⅰ ( 21) and the direction of the main power guide rail (29) on the track plate II (23) are perpendicular to each other;

The rotation component control unit includes a passive control assembly (3) and an active control assembly (4). The passive control assembly (3) is connected to the movable plate Ⅱ (24), and the active control assembly (4) and the passive control assembly (3) Connection;

The passive control assembly (3) includes an annular base plate (31), an annular sleeve (32) connected to the annular base plate (31), and a central force shaft (33) rotatably connected to the annular base plate (31). The shaft (33) is located in the ring sleeve (32), the central force shaft (33) is covered with a return spring (34), one end of the return spring (34) is fixed on the top of the central force shaft (33), and the other end is fixed on the ring On the bottom plate (31), the space between the annular sleeve (32) and the central force shaft (33) is filled with damping fluid, and the upper and lower damping fluid is sealed with oil seals;

The active control assembly (4) includes an active controller, a motor base (44), a drive motor (45) fixed on the motor base (44), a shaft (46) connected to the drive motor (45), and a shaft (46) connected to the drive motor (45). 46) Rotating mass disc (47) at the top.
The active and passive hybrid control system for the dynamic behavior of high-speed trains according to claim 1, characterized in that the limit blocks (25) are installed at both ends of the track plate I (21), and the limit blocks (25) are installed on the movable plate I ( In the direction of movement of 22), it is used to limit the movement range of the movable plate Ⅰ (22); the two ends of the track plate II (23) are also equipped with limit blocks (25) to limit the movement range of the movable plate Ⅱ (24) .
The active and passive hybrid control system for the dynamic behavior of high-speed trains according to claim 1, wherein the track plate I (21) and the track plate II (23) are also provided with auxiliary guide rails (28), and the movable plate I (22) An auxiliary rail foot (26) is provided at the bottom of the movable board II (24), and the size of the auxiliary rail foot (26) is compatible with the size of the auxiliary guide rail (28);
The active and passive hybrid control system for the dynamic behavior of high-speed trains according to claim 1, characterized in that coils and high-strength permanent magnets are arranged in the main power rail (29); coils are arranged in the main power rail feet (27), and linear motors are used. The principle of driving the main power rail foot (27) to move in the main power rail (29); the main power rail (29) is also provided with a power-off device (5) in the track to cut off the entire translational component control in an emergency Power supply of unit (2);
The active and passive hybrid control system for the dynamic behavior of high-speed trains according to claim 1, characterized in that steel balls (281) are installed at the bottom of the auxiliary rail (28) to strengthen the auxiliary rail foot (26) on the auxiliary rail (28). ); the auxiliary guide rail (28) is also installed with a grating ruler (6) for measuring and feedback the linear displacement of the movable plate I (22) and/or the movable plate II (24).
The active and passive hybrid control system for dynamic behavior of high-speed trains according to claim 1, characterized in that the active control assembly (4) is installed in the cylindrical housing (41), and the motor base (44) is fixed on the cylindrical housing (41). ) At the bottom, the cylindrical shell (41) is topped with a cover plate (42).
The active and passive hybrid control system for dynamic behavior of high-speed trains according to claim 1, characterized in that the central force shaft (33) and the cylindrical shell (41) are connected by a fastening sleeve (43).
The active and passive hybrid control system for dynamic behavior of high-speed trains according to claim 1, characterized in that a bearing (35) is installed between the central force shaft (33) and the annular bottom plate (31).
The active and passive hybrid control system for the dynamic behavior of the high-speed train according to claim 1, wherein the annular sleeve (32) is formed by splicing two semicircular annular sleeve pieces.
The active and passive hybrid control system for the dynamic behavior of the high-speed train according to claim 1, wherein the active controller includes a sensor and a controller, and the sensor monitors the dynamic behavior of the train (6) and the working state of the active control assembly (4) , Feedback signal to the controller, the controller controls the drive motor (45) to work.