铁道车辆蛇行稳定性主动控制综述

黄彩虹; 曾京; 魏来

doi:10.19818/j.cnki.1671-1637.2021.01.013

铁道车辆蛇行稳定性主动控制综述

doi: 10.19818/j.cnki.1671-1637.2021.01.013

西南交通大学牵引动力国家重点实验室，四川成都 610031

基金项目:

国家自然科学基金项目 51905454

国家重点研发计划项目 2018YFB1201702

牵引动力国家重点实验室自主课题 2019TPL_T22

详细信息

作者简介:
黄彩虹(1985-)，男，四川乐山人，西南交通大学助理研究员，工学博士，从事铁道车辆动力学与控制研究

通讯作者:
曾京(1963-)，男，湖南涟源人，西南交通大学教授，工学博士

中图分类号: U270.11
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出版历程
- 收稿日期: 2020-09-08
- 刊出日期: 2021-08-27

Review on active control of hunting stability for railway vehicles

State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, Sichuan, China

Funds:

National Natural Science Foundation of China 51905454

National Key Research and Development Program of China 2018YFB1201702

Independent Subject of State Key Laboratory of Traction Power 2019TPL_T22

More Information

Author Bio:
HUANG Cai-hong(1985-), male, assistant researcher, PhD, c_h_huang@126.com

ZENG Jing (1963-), male, professor, PhD, zeng@swjtu.edu.cn

摘要

摘要: 为了抑制蛇行运动，提高列车临界速度，针对铁道车辆特殊的轮轨自激振动系统综述了蛇行稳定性主动控制的总体结构形式、控制目标、控制算法、测量系统、作动系统、试验验证等关键环节的研究进展；概括了稳定性控制的典型结构形式及其各自的特点；根据不同运用场景，归纳了稳定性主动控制的主要目标，梳理了稳定性控制的主要算法以及优缺点；分析了不同反馈量测量方法的可行性和可靠性，研究了作动器动态特性对控制效果的影响；给出了稳定性控制的试验研究方法，展望了未来蛇行稳定性主动控制在算法设计、失效安全等方面的研究重点。研究结果表明：在蛇行稳定性主动控制研究中，控制方式和算法的选取要同时考虑控制目标的不同；除了高轮轨匹配等效锥度下的二次蛇行稳定性控制之外，控制目标应同时考虑低轮轨匹配等效锥度下的一次蛇行稳定性控制；控制方式应尽量简单、可靠、易于实施，且对测量系统的要求要小；测量系统也应尽量简单可测，以减小随机扰动和噪声对测量结果可靠性的影响；作动器响应时间及其时滞补偿方法共同决定了蛇行稳定性主动控制的实用效能；控制系统失效不能影响列车的运行安全，这是决定主动控制能否推广应用的关键。
- 铁道车辆 /
- 蛇行稳定性 /
- 主动控制 /
- 控制算法 /
- 测量系统 /
- 作动系统
Abstract: In order to suppress the hunting motions and thus increase the critical speed of vehicles, the structure concepts, control objectives, control algorithms, measurement systems, actuation systems and experimental verifications were reviewed on the active control of hunting stability for the special self-excited vibration system of railway vehicles. The typical structural concepts and their characteristics were summarized. The main objectives of active stability control were concluded according to the different application scenarios, and the algorithms of stability control were also summarized, including their advantages and disadvantages. The feasibility and reliability of different feedback measurement methods were analyzed, and the influence of actuator dynamic characteristics on the control effect was commented. The experimental methods of active stability control were given, and the future research focus of active stability control were prospected with respect to algorithm design, failure safety, and some other aspects. Analysis results show that in the active control of hunting stability, the selection of control concept and algorithm should consider the different control objectives. In addition to the active control of secondary hunting stability under high wheel-rail combination conicity, the active control of primary hunting stability under low wheel-rail combination conicity should also be considered. The structure concept should be simple, reliable and easy to be implemented, and has a low requirement for the measurement system. The measurement system should be simple and measurable as far as possible to reduce the influence of random disturbance and noise on the reliability of measurement results. The practical effectiveness of active control of hunting stability is determined by the response time of actuator and the compensation method of time delay. The control system can not affect the safety of train operation after its failure, which is the most crucial aspect to decide the application of active control. 14 figs, 87 refs.
- railway vehicle /
- hunting stability /
- active control /
- control algorithm /
- measurement system /
- actuation system

HTML全文

图 1 高速动车组车体抖动现象

Figure 1. Carbody shaking phenomena of high-speed EMUs

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图 2 高速动车组转向架失稳现象

Figure 2. Bogie instability phenomenon of high-speed EMUs

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图 3 车辆系统典型蛇行分岔形式

Figure 3. Typical hunting bifurcation forms of vehicle system

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图 4 基于一系悬挂的稳定性控制结构

Figure 4. Stability control structures based on primary suspension

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图 5 基于二系悬挂的稳定性控制结构

Figure 5. Stability control structures based on secondary suspension

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图 6 基于电机架悬的稳定性控制结构

Figure 6. Stability control structure based on motor suspension

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图 7 基于惯性振动器的稳定性控制结构

Figure 7. Stability control structure based on inertia vibrator

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图 8 基于陀螺阻尼器的稳定性控制结构

Figure 8. Stability control structure based on gyroscopic damper

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图 9 一系悬挂的主动阻尼控制原理

Figure 9. Active damping control principle of primary suspension

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图 10 模态控制原理

Figure 10. Modal control principle

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图 11 一系悬挂主动控制的试验转向架

Figure 11. Experimental bogie of primary suspension active control

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图 12 二系横向主动悬挂控制的全比例滚动台试验

Figure 12. Experiment of secondary lateral active suspension control on a full scale roller rig

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图 13 惯性振动器控制的1∶5小比例滚动台试验

Figure 13. Experiment of inertia vibrator control on a 1∶5 scaled roller rig

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图 14 陀螺阻尼器控制的1∶10小比例滚动台试验

Figure 14. Experiment of gyroscopic damper control on a 1∶10 scaled roller rig

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