高速动车组阀控式半主动横向减振系统与试验

石怀龙; 干锋; 曾京; 冯永华; 罗仁; 王勇; 吴一

doi:10.19818/j.cnki.1671-1637.2025.03.015

高速动车组阀控式半主动横向减振系统与试验

doi: 10.19818/j.cnki.1671-1637.2025.03.015

石怀龙¹,
干锋¹,
曾京^1, ,,
冯永华²,
罗仁¹,
王勇¹,
吴一¹

1.
西南交通大学轨道交通运载系统全国重点实验室，四川成都 610031
2.
中车青岛四方机车车辆股份有限公司，山东青岛 266111

基金项目:

国家自然科学基金项目 52388102

国家自然科学基金项目 52272406

四川省科技计划项目 2024NSFSC0003

四川省科技计划项目 2025ZNSFSC0034

详细信息

作者简介:
石怀龙(1986-)，男，吉林公主岭人，西南交通大学副研究员，工学博士，从事机车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
计量
- 文章访问数: 153
- HTML全文浏览量: 43
- PDF下载量: 15
- 被引次数: 0
出版历程
- 收稿日期: 2024-03-21
- 录用日期: 2024-07-24
- 修回日期: 2024-06-19
- 刊出日期: 2025-06-28

Valve-controlled semi-active lateral vibration reduction system for high-speed EMUs and tests

1.
State Key Laboratory of Rail Transit Vehicle System, Southwest Jiaotong University, Chengdu 610031, Sichuan, China
2.
CRRC Qingdao Sifang Co., Ltd., Qingdao 266111, Shandong, China

Funds:

National Natural Science Foundation of China 52388102

National Natural Science Foundation of China 52272406

Sichuan Science and Technology Plan Project 2024NSFSC0003

Sichuan Science and Technology Plan Project 2025ZNSFSC0034

More Information

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

Article Text (Baidu Translation)

摘要

摘要: 为保障高速动车组在既有客运专线(160 km·h^-1)、提速线路(250 km·h^-1)和高速客运专线(350 km·h^-1)之间跨线运行时的横向平稳性，基于天棚阻尼原理和阀控式半主动减振器，设计了一种半主动横向减振控制系统，并开展了整车台架和线路试验研究；首先测试了阀控式半主动减振器的动态性能、阀控特性和响应时滞，然后开展了整车滚振台架试验，对比分析了3种轨道激励下的控制效果，进而搭载动车组低速线路运行试验，评价了车体横向振动改善效果。研究结果表明：实测的半主动控制系统时滞量约为140 ms；基于简谐振动预测原理提出控制时滞补偿方法，可补偿1/4简谐振动周期的时间，台架试验验证了时滞补偿的有效性和必要性；不同轨道谱和车速工况下整车滚振台架试验表明，定阻尼、开关阻尼和连续阻尼控制策略均有效，横向平稳性指标最大改善率为19%，减振带宽为1~20 Hz，并且车速越高，轨道谱越差，改善效果越好；线路试验表明该半主动减振系统对车体2.5 Hz以下振动都有改善，车速为160 km·h^-1时平稳性指标改善率为11%。研究成果能够为轨道车辆主动悬挂技术应用提供理论与技术支撑，促进既有动车组性能改进和更高速度等级动车组创新研发。
- 高速动车组 /
- 半主动悬挂 /
- 台架试验 /
- 阀控式减振器 /
- 线路试验
Abstract: To ensure the lateral ride comfort of high-speed EMUs running across the existing passenger transport line (160 km·h^-1), speed-up line (250 km·h^-1), and high-speed passenger transport line (350 km·h^-1), a semi-active lateral vibration control system was designed based on the sky-hook damping principle and valve-controlled semi-active damper. The bench test and line test were performed. A test was first carried out for the dynamic performance, valve-control characteristics, and response time delay of the valve-controlled semi-active damper. A rolling and vibration bench test was carried out to analyze the control effect under three types of track excitation. Furthermore, a low-speed line test was performed to evaluate the improvement effect of lateral vibration of the car body. The results show that the measured response time delay of the semi-active control system is about 140 ms. A time delay compensation method is then proposed based on vibration prediction, which can compensate time of 1/4 vibrating cycle. The bench test verifies the validity and necessity of the time delay compensation. The rolling vibration and bench test with different track spectra and vehicle speeds demonstrates the effectiveness of constant damping, on-off damping, and continuous damping control strategies. The lateral ride comfort index can be improved up to 19% and the bandwidth of vibration reduction is 1-20 Hz. The improvement effect gets better with higher vehicle speed and worse track spectrum. According to the line test, the semi-active damping system has significantly restrained the low-frequency vibration below 2.5 Hz on the car body. The improvement rate of the ride comfort index is 11% at 160 km·h^-1. The findings can provide theoretical and technical support for the application of active suspension technology, thus promoting the performance improvement of existing EMUs and the innovative design of higher-speed EMUs.
- high-speed EMUs /
- semi-active suspension /
- bench test /
- valve-controlled damper /
- line test

HTML全文

图 1 阀控式半主动减振器工作原理

Figure 1. Mechanism of valve-controlled semi-active damper

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图 2 主动悬挂控制器硬件组成

Figure 2. Hardware components of active suspension controller

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图 3 基于振动预测的时滞补偿原理

Figure 3. Principle of time delay compensation based on vibration prediction

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图 4 半主动减振器动态特性测试

Figure 4. Dynamic performance test of semi-active damper

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图 5 被动模式下减振器动态特性

Figure 5. Dynamic performance of damper under passive mode

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图 6 半主动模式下减振器动态特性

Figure 6. Dynamic performance of damper under semi-active mode

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图 7 控制系统时滞测量与统计

Figure 7. Time delay measurement and statistics of control system

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图 8 控制时滞补偿的滚振台架试验结果

Figure 8. Rolling vibration bench test results of controlled time delay compensation

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图 9 滚振台实测的横向平稳性指标

Figure 9. Lateral comfort indexes measured on rolling vibration bench

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图 10 滚振台实测的车体横向加速度频谱

Figure 10. Frequency spectrum of car body lateral acceleration measured on rolling vibration bench

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图 11 线路实测的平稳性指标和加速度频谱

Figure 11. Ride comfort indexes and acceleration spectrum measured on lines

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图 12 控制策略2的线路实测数据

Figure 12. Line measurement data of control strategy 2

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表 1 减振器阀系开闭状态与工作模式的关系

Table 1. Relation between on-off condition and working mode of damper valve

组合	拉伸阀	压缩阀	比例阀	安全阀	减振器工作模式
1	关闭	关闭	关闭	打开	被动
2	关闭	关闭	打开	关闭	阻尼力连续可调
3	打开	关闭	打开	关闭	拉伸卸荷，压缩可控
4	关闭	打开	打开	关闭	压缩卸荷，拉伸可控

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