Bogie stability and control strategy based on motor suspension
Article Text (Baidu Translation)
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摘要: 实时调整架悬电机参数，以提高转向架的蛇行运动稳定性；建立了电机架悬转向架动力学模型，包含2个轮对、1个构架和2个电机，轮对和构架间考虑了一系悬挂装置，构架和车体间的二系悬挂装置考虑了空气弹簧和抗蛇行减振器，将2个电机考虑为一个整体并与构架弹性连接；基于高速转向架系统模型的最小阻尼比来寻找电机最优横移频率，分析了转向架参数对电机最优横移频率的影响，并针对该型转向架提出了一种能够提升蛇行运动稳定性的电机主动架悬反馈控制策略；通过开展电机主动架悬的高维车辆SIMPACK/SIMULINK联合仿真，对电机架悬控制策略进行了验证。研究结果表明：电机最优横移频率会随轮轨等效锥度的增大而增大，当轮轨等效锥度由0.3增大至0.6时，电机最优横移频率会由4.5 Hz增大到7.0 Hz；不同的等效锥度、电机质量和一系纵向刚度下，电机最优横移频率和转向架蛇行频率的差值均为1.0~1.5 Hz，因此，可通过检测转向架的蛇行频率再减去1.0~1.5 Hz获得电机最优横移频率，用电机和构架的相对位移和速度作为反馈信号，使电机能够实时获得最优架悬参数，成为理想的动力吸振器；高维数值仿真显示，电机主动架悬相比电机被动架悬可以使车轮磨耗后车辆的临界速度由370~380 km·h-1提高至500~510 km·h-1，并使构架横向加速度由2 m·s-2降低至1 m·s-2，说明提出的电机架悬控制策略可有效改善转向架的蛇行稳定性。Abstract: The motor suspension parameters were adjusted in real time to improve the hunting stability of vehicle bogie. A bogie dynamics model of motor suspension was established, including two wheelsets, one frame, and two motors. The primary suspension device was considered between wheelsets and frame, air springs and anti-yaw dampers were considered for the secondary suspension device between frame and car body, and the two motors were considered as a whole and elastically connected to the frame. Based on the minimum damping ratio of high-speed bogie system model, the optimal lateral frequency of motor was found. The influences of bogie parameters on the optimal lateral frequency of motor were analyzed, and an active motor suspension feedback control strategy was proposed for this type of bogie, so as to improve the hunting stability. Motor suspension control strategy was verified by carrying out a SIMPACK/SIMULINK joint simulation of high-dimensional vehicles with active motor suspension. Research results indicate that the optimal lateral frequency of motor increases with the increase of the equivalert conicity of wheel-rail, when the equivalent conicity of wheel-rail increases from 0.3 to 0.6, the optimal lateral frequency of motor increases from 4.5 Hz to 7.0 Hz. Under different equivalent conicities, motor masses, and primary longitudinal stiffnesses, the difference between the optimal lateral frequency of motor and the hunting frequency of the bogie is within the range of 1.0-1.5 Hz. Therefore, the optimal lateral frequency of motor can be obtained by detecting the hunting frequency of bogie and subtracting 1.0-1.5 Hz. The relative displacement and speed between motor and frame are used as feedback signals to obtain the optimal motor suspension parameters in real time, making it an ideal power absorber. High-dimensional numerical simulations show that compared with the passive motor suspension, the active motor suspension can increase the critical speed of vehicle with wheel worn from 370-380 km·h-1 to 500-510 km·h-1, and reduce the lateral acceleration of frame from 2 m·s-2 to 1 m·s-2, indicating that the proposed motor suspension control strategy can effectively improve the hunting stability of bogie.
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Key words:
- vehicle engineering /
- bogie /
- stability /
- motor suspension parameter /
- control strategy /
- equivalent conicity
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图 2 不同等效锥度下转向架系统的最小阻尼比和蛇行频率
Figure 2. Minimum damping ratios and hunting frequencies of bogie system under different equivalent conicities
图 3 不同等效锥度下电机最优横移频率范围
Figure 3. Optimal lateral frequency ranges of motor under different equivalent conicities
图 4 不同等效锥度下电机最优横移频率与转向架蛇行频率的关系
Figure 4. Relationships between optimal lateral frequency of motor and hunting frequency of bogie under different equivalent conicities
图 5 不同电机质量下转向架系统的最小阻尼比和蛇行频率
Figure 5. Minimum damping ratios and hunting frequencies of bogie system under different motor masses
图 6 不同电机质量下电机最优横移频率与转向架蛇行频率的关系
Figure 6. Relationships between optimal lateral frequency of motor and hunting frequency of bogie under different motor masses
图 7 不同一系纵向刚度下的转向架系统的最小阻尼比和蛇行频率
Figure 7. Minimum damping ratios and hunting frequencies of bogie system under different primary longitudinal stiffnesses
图 8 不同一系纵向刚度下电机最优横移频率与转向架蛇行频率的关系
Figure 8. Relationship between motor optimal lateral frequency and hunting frequency under differentprimary longitudinal stiffness
图 12 电机被动架悬车辆非线性临界速度
Figure 12. Nonlinear critical speeds of motor passive suspension vehicle
图 13 电机主动架悬车辆非线性临界速度
Figure 13. Nonlinear critical speeds of motor active suspension vehicle
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