WO2021082775A1 - Système de commande composite actif et passif permettant d'inhiber le comportement de roulement latéral, de balancement et de tremblement de tête d'un train à grande vitesse - Google Patents

Système de commande composite actif et passif permettant d'inhiber le comportement de roulement latéral, de balancement et de tremblement de tête d'un train à grande vitesse Download PDF

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Publication number
WO2021082775A1
WO2021082775A1 PCT/CN2020/115331 CN2020115331W WO2021082775A1 WO 2021082775 A1 WO2021082775 A1 WO 2021082775A1 CN 2020115331 W CN2020115331 W CN 2020115331W WO 2021082775 A1 WO2021082775 A1 WO 2021082775A1
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WIPO (PCT)
Prior art keywords
active
control module
passive
fixed
control system
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PCT/CN2020/115331
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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 WO2021082775A1 publication Critical patent/WO2021082775A1/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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/44—Adjustment controlled by movements of vehicle body

Definitions

  • the present invention relates to related engineering technical fields such as railway engineering vibration suppression, and in particular, to an active and passive composite control system for suppressing side rolling, head nodding, and head shaking behaviors 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 currently commonly used to control the train's vibration and other unfavorable dynamic behaviors.
  • 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), Figure 1 (b), and Figure 1 (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 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 present invention was produced under such a background.
  • the main purpose of the present invention is to provide an active and passive composite control system that suppresses rolling, head nodding, and head shaking behaviors of high-speed trains, so as to solve the motion forms of high-speed trains that have rotational components such as head shaking, side rolling, and head nodding in the prior art.
  • Relying on the linear force provided by the existing suspension system alone cannot form the most effective control force effect on it, which 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.
  • the shaking, rolling, and nodding of high-speed trains cannot be effectively suppressed, and the trains are in poor operating conditions.
  • An active and passive composite control system for inhibiting the behaviors of rolling, nodding and shaking the head of a high-speed train which includes a fixed module, a passive control module and an active control module; the fixed module is fixed on the train, and the fixed module is connected to the passive control module and the passive control module Connect to the active control module;
  • the passive control module 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.
  • One end 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 module includes an active controller, a motor base, a driving motor fixed on the motor base, a rotating shaft connected to the driving motor, and a rotating mass disk connected to the top of the rotating shaft.
  • the fixing module includes a connecting plate and T-shaped connecting teeth, and the T-shaped connecting teeth are fixed on the connecting plate.
  • the passive control module and the fixed module are connected through a base, the lower end of the base is provided with a T-shaped groove, and the T-shaped groove is installed in cooperation with the T-shaped connecting teeth, and the base is further fastened to the connecting plate by bolts.
  • the active control module 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 the working state of the passive control module, feedback signals to the controller, and the controller controls the drive motor to work.
  • This application proposes a control method that directly applies a control torque to the car body, which makes up for the vacancy of the existing high-speed train vibration control suspension system technology.
  • the torque generated by the rotation can effectively suppress the train's head shaking, rolling, nodding and other operating conditions;
  • the active and passive composite design enhances the suppression effect, effectively saves energy, maximizes the performance of the control system, and ensures the control efficiency of the control system.
  • 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 the second schematic diagram of the installation of the present invention on a high-speed train
  • Figure 4 is a schematic diagram of the structure of the present invention.
  • Figure 5 is a front view of the structure of the present invention.
  • Figure 6 is a schematic diagram of the passive control module structure
  • Figure 7 is a schematic diagram of the bottom of the passive control module structure
  • Figure 8 is a schematic diagram of the structure of the active control module
  • Figure 9 is a schematic view of the structure of a cylindrical shell
  • Figure 10 is a schematic view of the connection structure of the cylindrical shell
  • Figure 11 is a schematic diagram of the base structure
  • Figure 12 is a schematic diagram of the fixed module structure
  • Figure 13 is a schematic diagram of the working state of the invention.
  • the active and passive composite control system of the present invention for suppressing the rolling, nodding, and shaking behaviors of high-speed trains includes a fixed module 1, a passive control module 2 and an active control module 3;
  • the module is fixed on the train 6, the passive control module is connected to the fixed module, and the active control module is connected to the passive control module.
  • the fixing module includes a connecting plate 11 and T-shaped connecting teeth 12, and the T-shaped connecting teeth are fixed on the connecting plate.
  • the passive control module includes an annular base plate 21, an annular sleeve 22 connected to the annular base plate, and a central force shaft 23 rotatably connected to the annular base plate.
  • the central force axis is located in the annular sleeve.
  • the center force shaft is covered with a return spring 24. 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 upper and lower damping fluid is sealed with oil. Seal, in the controlled control process, the active control module acts as the rotating mass of the controlled control module.
  • the central force axis drives the active control module to rotate, and the reaction force generated is applied through the fixed module On the train, it inhibits the rolling, nodding and shaking of the head.
  • 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.
  • a bearing 25 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 friction between the central force shaft and the annular bottom plate.
  • the annular sleeve is formed by splicing two semi-circular annular sleeve pieces.
  • the contact surface of the annular sleeve is provided with a clamping groove, which can be clamped to each other, which is convenient for direct installation or disassembly from both sides.
  • the active control module includes an active controller, a motor base 31, a drive motor 32 fixed on the motor base, a rotating shaft 33 connected to the drive motor, and a rotating mass disk 34 connected to the top of the rotating shaft.
  • the circle is a solid disc.
  • the active controller includes a sensor and a controller.
  • the sensor is used to monitor the dynamic behavior of the train and the working status of the passive control module, 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 module Rotation can also be installed on the train without moving with the active control module.
  • 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 passive control module and the fixed module are connected through the base 4, the lower end of the base is provided with a T-shaped groove 41, and the T-shaped groove is installed in cooperation with the T-shaped connecting teeth, and the base is further fastened to the connecting plate by bolts.
  • the active and passive composite control system proposed by the present invention for suppressing rolling, head nodding, and head shaking behaviors of high-speed trains can be composed of a head shaking control unit, a roll control unit, and a head nodding control unit, which are installed on the train.
  • the installation method can be different without affecting the normal operation of the train and the effective functioning of the method.
  • the central force axis drives the active control module to rotate.
  • the reaction force generated is applied to the train through the fixed module, which inhibits the train’s rolling, nodding, and shaking head movements.
  • the damping fluid and the return spring can play the role of weakening the rotation and controlling the reset of the center force axis;
  • the sensors in the active controller monitor the dynamic behavior of the train and the working status of the passive control module, and give feedback
  • the signal is sent to the controller, the controller controls the drive motor to work, drives the active control module to act, the drive motor is turned on, drives the rotational inertia disk to rotate, and generates a reaction force, which is transmitted to the passive control module through the motor base, and cooperates with the passive control module to enhance suppression effect.
  • the control torque is the rotation movement of the main moment of inertia disc under the action of the passive rotation restoring force providing mechanism, which directly generates an effective control moment; while the moment of inertia disc of the active auxiliary module, when necessary, rotates under the action of the drive motor to enhance the main rotation
  • the rotational movement of the inertia disc makes the entire unit output more effective control torque.
  • the active control module When the train shakes the head, rolls, and nods, when the train shakes a lot, the active control module needs to be turned on on the basis of the passive control module action.
  • the active control module generates a reaction force and applies it to the passive control module to form the main Passive compound control, and then achieve the purpose of weakening the rolling, nodding, and shaking of the train.
  • the active control module is installed in the cylindrical housing 35, and the central force shaft and the cylindrical housing are connected by a fastening sleeve 5.
  • the motor base is fixed at the bottom of the cylindrical shell, and the cylindrical shell is topped by the cover plate 36. After the active control module is covered with the cylindrical shell, it is good for dust prevention and ensures the cleanliness of the active control module. The integrity is stronger.
  • the cylindrical shell Together with the cover plate and the active control module, the rotating mass of the passive control module is formed, and the others are the same as the first embodiment.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

Un système de commande composite actif et passif permettant d'inhiber le comportement de roulement latéral, de balancement et de tremblement de tête d'un train à grande vitesse est divulgué. Le système de commande composite actif et passif comprend un module fixe (1), un module de commande passif (2) et un module de commande actif (3). Le module fixe (1) est fixé sur le train (6), le module fixe (1) est relié au module de commande passif (2), le module de commande passif (2) est relié au module de commande actif (3), le module de commande passif (2) comprend une plaque inférieure annulaire (21), un manchon d'arbre annulaire (22) relié à la plaque inférieure annulaire (21) et un arbre de force central (23) relié en rotation à la plaque inférieure annulaire (21), et le module de commande actif (3) comprend un dispositif de commande actif, une base de moteur électrique (31), un moteur électrique d'entraînement (32) fixé à la base de moteur électrique (31), un arbre rotatif (33) relié au moteur électrique d'entraînement (32), et un disque de masse rotatif (34) relié à la partie supérieure de l'arbre rotatif (33), de telle sorte que le comportement de mouvement instable de la carrosserie de véhicule sous une perturbation dynamique est réduit, l'effet de suppression est amélioré, l'énergie est efficacement économisée, la performance du système de commande est appliquée au maximum, et l'efficacité de commande du système de commande est assurée.
PCT/CN2020/115331 2019-10-31 2020-09-15 Système de commande composite actif et passif permettant d'inhiber le comportement de roulement latéral, de balancement et de tremblement de tête d'un train à grande vitesse WO2021082775A1 (fr)

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CN201911052321.5A CN110654412B (zh) 2019-10-31 2019-10-31 抑制高速列车侧滚、点头、摇头行为的主被动复合控制系统
CN201911052321.5 2019-10-31

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CN110654412B (zh) * 2019-10-31 2021-04-09 青岛理工大学 抑制高速列车侧滚、点头、摇头行为的主被动复合控制系统
CN115366927B (zh) * 2022-08-15 2024-06-11 沈阳工业大学 高空吊物不利摆动行为的控制系统
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
CN115406683A (zh) * 2022-08-15 2022-11-29 沈阳工业大学 一种高速列车侧滚不利动态行为模拟及其主动控制的试验系统

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JP2008087590A (ja) * 2006-09-29 2008-04-17 Yokohama Rubber Co Ltd:The 車体支持システム
CN103743535A (zh) * 2013-12-16 2014-04-23 中国科学院力学研究所 力和力矩控制加载的大振幅平动转动耦合振动实验装置
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