机车车辆系统中减振控制技术的研究
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摘要
我国铁路已经进行了六次大提速,随着速度的提高,日益加剧的列车振动问题已严重影响到受电弓/接触网的受流质量和旅客列车运行的舒适性。就受电弓/接触网的受流问题而言,由于接触网是由接触线构成的,对这样的弹性结构很难用一套试验设备来进行其动态性能的模拟和研究,因此大部分弓网试验都是在现场进行的,一些室内试验要么太复杂而难以实现,要么太简单而无法真实模拟。计算机模拟技术的快速发展使得将接触网系统的数学模型与受电弓的实物模型结合在一起,形成一个新的混合模拟试验系统成为可能。在这个混合模拟试验系统中,受电弓是实物(可测试其动态特性),而接触网是一个理论模型,其动态特性通过一套伺服系统来实现,这样的一套混合模拟试验系统不仅可以模拟受电弓在实际运行条件下的性能,还可以分析不同接触网对受电弓动态特性的影响。而列车平稳性又分为垂向平稳性和横向平稳性两个方面,好的垂向运行平稳性相对较易实现,但横向运行平稳性往往不佳,被动悬挂系统的局限性愈来愈明显,主动悬挂和半主动悬挂控制是改善列车横向运行平稳性的有效方法。
针对列车受电弓/接触网的动态特性和列车横向运行平稳性,本文主要开展了以下研究工作:
(1)受电弓/接触网半实物/半虚拟混合模拟试验系统的研究:采用对接触网理论模型进行实时仿真计算的方法来虚拟接触网,将该虚拟接触网与真实受电弓通过液压伺服作动器连接在一起,组成一个虚实结合的混合模拟试验系统,采用这样的方法来开展弓/网系统的研究,为弓/网系统的动态特性研究和参数优化提供了一个崭新的研究手段。
(2)受电弓/接触网振动主动控制问题的研究:针对铁路机车受电弓系统存在的振动问题,提出了一种基于模糊技术的旨在抑制振动的主动控制方案。在对弓/网系统特征进行分析的基础上,设计开发了以工控机为主控器件的受电弓主动模糊控制系统,并以SS7型机车受电弓为对象进行了试验研究。试验结果表明:采用主动控制技术以后,受电弓弓头接触压力波动值大大降低,弓网系统的运行品质得到了明显改善。
(3)在对传统的以迭代为基础的道路模拟器试验方法进行分析研究基础上,提出一种“基于自适应滤波器”的模拟轨道不平顺的新方法:采用自适应有限脉冲响应滤波器的多通道逆向控制方法及其自适应滤波器的实现方法,使多通道振动台模拟试验系统的响应逼近于期望响应信号,并且给出了利用此算法进行的模拟结果曲线。试验结果表明,采用这种方法控制振动台模拟试验系统,精确地再现了期望响应信号,满足了试验系统的要求。
(4)在对传统主动控制策略进行分析的基础上,提出了一种基于车体横向加速度和作用力直接反馈的双环全主动控制策略,该控制方法既克服了直接以加速度为控制目标而出现的跑偏问题,又使得控制系统具有稳定、快速的特征。
(5)针对车辆系统的复杂性、非线性性和时变性,从简单实用出发,提出了基于车体质量参数在线辩识和模糊PID控制算法相结合的控制策略,使得减振控制系统能够在不同运营条件下均能够获得较好的减振效果。
(6)在应用微控制技术可实现的基础上,提出变结构阻尼的概念和实现方法,并对变结构阻尼器的可实现域、示功图进行了分析、研究和仿真。
(7)在半主动控制系统中引入载荷反馈回路,克服了阻尼器参数变化对减振效果的影响。
(8)完成了列车横向主动、半主动悬挂控制试验系统软硬件的设计和组建工作。在牵引国家重点实验室滚动振动试验台上,对试验车进行了原车被动悬挂试验、去掉原车阻尼的被动悬挂试验、基于各种控制策略和方法以及各种执行机构条件下的对比试验研究。
Six times of raising speed of railways has already been carried out in China. But with increase of speed, the vibration problem of the train becomes more serious, which affects the current-collection quality of pantograph and ride quality of the train. Since the catenary is composed of cables, the dynamic behavior of such a string structure is difficult to be simulated by a test facility. Therefore, most of the pantograph-catenary tests were carried out under field conditions. Some indoor experiments either were too complex to be executed, or were too simple to give expected results. The rapid progress in computer simulation techniques in recent years reveals the possibility of incorporating mathematical model of the catenary system with the physical model of the pantograph system to form a unified hybrid experimental system. In the hybrid simulation test system, the pantograph is real and its dynamic behavior can be tested. While the catenary is a theoretical model and its dynamic behavior is realized by a servo hydraulic system. Such a hybrid simulation test facility possesses the ability of not only simulating the running behavior of pantograph, but also analyzing the influence of different catenary on pantograph behavior. The ride quality of the train includes vertical and lateral directions. Good vertical ride quality is relatively not difficult to be achieved, but the lateral ride quality is always not satisfactory. The limitation of the passive suspension system turns to be more and more obvious. The use of active and semi-active suspension systems is an efficient way to improve the lateral ride quality.
Referring to the pantograph/catenary dynamic behavior and lateral ride quality of the train, the following main work has been done in the thesis:
(1) Research on the pantograph/catenary hybrid dynamic simulation system: The catenary theretical model is used to undertake the real time simulation, and in the mean time, the virtual catenary and the actual pantograph are combined together through the hydraulic actuator. Then the pantograph/catenary dynamic interactions and parameter optimization can be studied by using this hybrid system.
(2) Research on active vibration control for pantograph-catenary system: An active vibration control method based on fuzzy technology is put forward in order to reduce the locomotive pantograph. According to the characteristic analysis of the pantograph/catenary system, a fuzzy controller is designed to undertake real time fuzzy inference and operation. The pantograph behavior of SS7 locomotive is tested in laboratory, and the results show that the pantograph contact force fluctuation is greatly reduced by using active control technology, which considerably improves the pantograph/catenary operation behavior.
(3) On the basis of analyzing the traditional iterative method for track irregularity simulation, a new method is proposed based on the adaptive filters: By adopting multi-channel inverse control with adaptive finite impulse response filters and the realization method for adaptive filters, the system response of multi-channel vibration testing system can approach the expected signals. And the simulation results are given by using this method, which indicate that the test simulation system by using this method can accurately reproduce the desired response and meet the test demand.
(4) Based on the analysis of the traditional active control stragtegy, a new duo-loop active control strategy with direct feedback of carbody lateral acceleration and force is put forward. This control method not only overcomes the diverge problem caused by the direct acceleration feedback, but also ensures the stablility and rapid response of the control system.
(5) In consideration of the complexity, nonlinearity and time varying of the vehicle system, an control strategy combined with on line identification of carbody inertia parameters and fuzzy-PID algorithm is put forward, which can achieve the good results in vibration reduction under different condition.
(6) Based on the realizability of using micro-controller technology, the concept of the damper with variable structure and the realization method are proposed. The realizable field and dynamic characteristics of the damper are studied. The simulation shows that the semi-active damper with variable structure obviously has better performance than the traditional passive damper.
(7) The load control loop is added into the semi-active control system, which can overcome the effect of damper parameter variation on vibration reduction.
(8) The software and hardware of the test system for the train lateral active and semi-active suspensions are designed and constructed. By utilizing the roller test rig in the Traction Power State Key Laboratory of Southwest Jiaotong University, the comparison tests for a test vehicle under different test cases of passive suspension, active and semi-active suspensions with different control strategies are undertaken.
针对列车受电弓/接触网的动态特性和列车横向运行平稳性,本文主要开展了以下研究工作:
(1)受电弓/接触网半实物/半虚拟混合模拟试验系统的研究:采用对接触网理论模型进行实时仿真计算的方法来虚拟接触网,将该虚拟接触网与真实受电弓通过液压伺服作动器连接在一起,组成一个虚实结合的混合模拟试验系统,采用这样的方法来开展弓/网系统的研究,为弓/网系统的动态特性研究和参数优化提供了一个崭新的研究手段。
(2)受电弓/接触网振动主动控制问题的研究:针对铁路机车受电弓系统存在的振动问题,提出了一种基于模糊技术的旨在抑制振动的主动控制方案。在对弓/网系统特征进行分析的基础上,设计开发了以工控机为主控器件的受电弓主动模糊控制系统,并以SS7型机车受电弓为对象进行了试验研究。试验结果表明:采用主动控制技术以后,受电弓弓头接触压力波动值大大降低,弓网系统的运行品质得到了明显改善。
(3)在对传统的以迭代为基础的道路模拟器试验方法进行分析研究基础上,提出一种“基于自适应滤波器”的模拟轨道不平顺的新方法:采用自适应有限脉冲响应滤波器的多通道逆向控制方法及其自适应滤波器的实现方法,使多通道振动台模拟试验系统的响应逼近于期望响应信号,并且给出了利用此算法进行的模拟结果曲线。试验结果表明,采用这种方法控制振动台模拟试验系统,精确地再现了期望响应信号,满足了试验系统的要求。
(4)在对传统主动控制策略进行分析的基础上,提出了一种基于车体横向加速度和作用力直接反馈的双环全主动控制策略,该控制方法既克服了直接以加速度为控制目标而出现的跑偏问题,又使得控制系统具有稳定、快速的特征。
(5)针对车辆系统的复杂性、非线性性和时变性,从简单实用出发,提出了基于车体质量参数在线辩识和模糊PID控制算法相结合的控制策略,使得减振控制系统能够在不同运营条件下均能够获得较好的减振效果。
(6)在应用微控制技术可实现的基础上,提出变结构阻尼的概念和实现方法,并对变结构阻尼器的可实现域、示功图进行了分析、研究和仿真。
(7)在半主动控制系统中引入载荷反馈回路,克服了阻尼器参数变化对减振效果的影响。
(8)完成了列车横向主动、半主动悬挂控制试验系统软硬件的设计和组建工作。在牵引国家重点实验室滚动振动试验台上,对试验车进行了原车被动悬挂试验、去掉原车阻尼的被动悬挂试验、基于各种控制策略和方法以及各种执行机构条件下的对比试验研究。
Six times of raising speed of railways has already been carried out in China. But with increase of speed, the vibration problem of the train becomes more serious, which affects the current-collection quality of pantograph and ride quality of the train. Since the catenary is composed of cables, the dynamic behavior of such a string structure is difficult to be simulated by a test facility. Therefore, most of the pantograph-catenary tests were carried out under field conditions. Some indoor experiments either were too complex to be executed, or were too simple to give expected results. The rapid progress in computer simulation techniques in recent years reveals the possibility of incorporating mathematical model of the catenary system with the physical model of the pantograph system to form a unified hybrid experimental system. In the hybrid simulation test system, the pantograph is real and its dynamic behavior can be tested. While the catenary is a theoretical model and its dynamic behavior is realized by a servo hydraulic system. Such a hybrid simulation test facility possesses the ability of not only simulating the running behavior of pantograph, but also analyzing the influence of different catenary on pantograph behavior. The ride quality of the train includes vertical and lateral directions. Good vertical ride quality is relatively not difficult to be achieved, but the lateral ride quality is always not satisfactory. The limitation of the passive suspension system turns to be more and more obvious. The use of active and semi-active suspension systems is an efficient way to improve the lateral ride quality.
Referring to the pantograph/catenary dynamic behavior and lateral ride quality of the train, the following main work has been done in the thesis:
(1) Research on the pantograph/catenary hybrid dynamic simulation system: The catenary theretical model is used to undertake the real time simulation, and in the mean time, the virtual catenary and the actual pantograph are combined together through the hydraulic actuator. Then the pantograph/catenary dynamic interactions and parameter optimization can be studied by using this hybrid system.
(2) Research on active vibration control for pantograph-catenary system: An active vibration control method based on fuzzy technology is put forward in order to reduce the locomotive pantograph. According to the characteristic analysis of the pantograph/catenary system, a fuzzy controller is designed to undertake real time fuzzy inference and operation. The pantograph behavior of SS7 locomotive is tested in laboratory, and the results show that the pantograph contact force fluctuation is greatly reduced by using active control technology, which considerably improves the pantograph/catenary operation behavior.
(3) On the basis of analyzing the traditional iterative method for track irregularity simulation, a new method is proposed based on the adaptive filters: By adopting multi-channel inverse control with adaptive finite impulse response filters and the realization method for adaptive filters, the system response of multi-channel vibration testing system can approach the expected signals. And the simulation results are given by using this method, which indicate that the test simulation system by using this method can accurately reproduce the desired response and meet the test demand.
(4) Based on the analysis of the traditional active control stragtegy, a new duo-loop active control strategy with direct feedback of carbody lateral acceleration and force is put forward. This control method not only overcomes the diverge problem caused by the direct acceleration feedback, but also ensures the stablility and rapid response of the control system.
(5) In consideration of the complexity, nonlinearity and time varying of the vehicle system, an control strategy combined with on line identification of carbody inertia parameters and fuzzy-PID algorithm is put forward, which can achieve the good results in vibration reduction under different condition.
(6) Based on the realizability of using micro-controller technology, the concept of the damper with variable structure and the realization method are proposed. The realizable field and dynamic characteristics of the damper are studied. The simulation shows that the semi-active damper with variable structure obviously has better performance than the traditional passive damper.
(7) The load control loop is added into the semi-active control system, which can overcome the effect of damper parameter variation on vibration reduction.
(8) The software and hardware of the test system for the train lateral active and semi-active suspensions are designed and constructed. By utilizing the roller test rig in the Traction Power State Key Laboratory of Southwest Jiaotong University, the comparison tests for a test vehicle under different test cases of passive suspension, active and semi-active suspensions with different control strategies are undertaken.
引文
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