WO2021082773A1 - Système de commande hybride active et passive pour le comportement dynamique d'un train à grande vitesse - Google Patents

Système de commande hybride active et passive pour le comportement dynamique d'un train à grande vitesse Download PDF

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Publication number
WO2021082773A1
WO2021082773A1 PCT/CN2020/115329 CN2020115329W WO2021082773A1 WO 2021082773 A1 WO2021082773 A1 WO 2021082773A1 CN 2020115329 W CN2020115329 W CN 2020115329W WO 2021082773 A1 WO2021082773 A1 WO 2021082773A1
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Prior art keywords
plate
active
movable plate
passive
control unit
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PCT/CN2020/115329
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English (en)
Chinese (zh)
Inventor
张春巍
王昊
徐洋
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青岛理工大学
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Publication of WO2021082773A1 publication Critical patent/WO2021082773A1/fr

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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
    • 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
    • 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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers

Definitions

  • 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.
  • 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 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.
  • a shock absorber 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.
  • 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 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.
  • the present invention was produced under such a background.
  • 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.
  • 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 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.
  • 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.
  • 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;
  • 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;
  • 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.
  • 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.
  • central force shaft and the cylindrical shell are connected by a fastening sleeve.
  • a bearing is installed between the central force shaft and the annular bottom plate.
  • annular sleeve is formed by splicing two semicircular annular sleeve pieces.
  • 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 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.
  • the rotation component control unit includes a passive control assembly and an active control assembly.
  • a passive control assembly When the train sway is small, only the passive control assembly works.
  • the active control assembly 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.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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 active control assembly 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.
  • 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.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Vibration Prevention Devices (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un système de commande hybride active et passive pour le comportement dynamique d'un train à grande vitesse. Le système comprend : une unité de commande de composant de translation et une unité de commande de composant de rotation. L'unité de commande de composant de translation est fixée sur un corps de train (7) au moyen d'une plaque de raccordement (1). L'unité de commande de composant de rotation est reliée à l'unité de commande de composant de translation. L'unité de commande de composant de translation (2) comprend une plaque de voie I (21) installée sur la plaque de raccordement (1), une plaque mobile I (22) reliée en coulissement à la plaque de voie I (21), une plaque de voie II (23) fixée sur la plaque mobile I (22) et une plaque mobile II (24) reliée en coulissement à la plaque de voie II (23). L'unité de commande de composant de rotation comprend un ensemble de commande passive (3) et un ensemble de commande active (4). L'ensemble de commande passive (3) est relié à la plaque mobile II (24). L'ensemble de commande active (4) est relié à l'ensemble de commande passive (3). L'invention supprime à la fois la rotation et la translation pendant le fonctionnement, fournit une technique de système de suspension de régulation de vibration de train à grande vitesse, réduit le comportement de mouvement instable d'un corps de train provoqué par une perturbation dynamique, améliore la stabilité dynamique du corps de train, réduit les dommages au corps de train et améliore la durée de vie d'un train.
PCT/CN2020/115329 2019-10-31 2020-09-15 Système de commande hybride active et passive pour le comportement dynamique d'un train à grande vitesse WO2021082773A1 (fr)

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CN201911052335.7 2019-10-31
CN201911052335.7A CN110745156B (zh) 2019-10-31 2019-10-31 高速列车动态行为主被动混合控制系统

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CN110745156B (zh) * 2019-10-31 2021-07-16 青岛理工大学 高速列车动态行为主被动混合控制系统
CN115387593B (zh) * 2022-08-15 2024-04-02 沈阳工业大学 悬吊物体摇摆止振的主被动复合控制系统

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US10082217B2 (en) * 2016-12-08 2018-09-25 Honeywell International Inc. High-temperature and high-vibration capable armature assemblies for torque motor valve actuators with increased winding volume
CN109610675A (zh) * 2019-02-01 2019-04-12 青岛理工大学 平转复合式建筑振动控制系统
CN109630612A (zh) * 2019-02-01 2019-04-16 青岛理工大学 自供能式主被动复合转动惯量驱动控制系统
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