基于磁流变阻尼器的高速动车组半主动控制与时滞分析
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摘要
高速动车组技术是近年来发展最为迅速的前沿技术之一,我国已在高速动车组方面取得了巨大了成功,为我国轨道运输行业注入了新的活力。高速动车组开行以来,随着运行速度的不断提升,也提出了许多重要的课题。一方面,高速动车组的高运速、分散动力、成编组运行等显著特点使得现有的铁道机车车辆研究方法很难适用。仿真计算和现场试验的数据均表明,受车间耦合作用的影响,高速动车组同一编组内不同位置车辆的动力学行为相差很大,需要建立专门的列车动力学模型进行研究。
另一方面,随着高速动车组运行速度的逐渐提高,车间耦合作用和轮/轨耦合作用不断加剧,高速动车组的运行平稳性指标和安全性能逐渐恶化。因此,必须采用有效手段抑制车体振动,提高系统性能。从提高系统性能和降低能耗的角度出发,半主动控制技术是近年来研究的热点,它以极少的能量消耗可以得到与主动控制接近的效果。在众多的阻尼器中,磁流变阻尼器(Magnetorheological damper)以出力大、范围宽、反应迅速等优点成为半主动控制技术比较理想的作动器。
本文采用理论和数值仿真的方法,对高速动车组建模、磁流变阻尼器模型参数识别、半主动悬挂控制策略设计以及时滞对半主动控制效果的影响分析等方面进行了研究。论文的主要研究工作和创新性成果如下：
(1)在对磁流变阻尼器进行力学特性试验的基础上,对磁流变阻尼器模型进行了参数识别。为了使选择阻尼力调控参数变得“有理有据”,提出一种独立参数调节法(Independently Parameter Adjust Method)。该方法减小了传统方法采用个人经验和试错法带来的误差,避免了参数识别过程中参数间耦合作用的影响。采用独立参数调节法成功地对Bouc-Wen模型和Bouc-Wen修正模型进行了参数识别。
(2)采用多体动力学软件ADAMS/Rail建立了6动2拖的时速300公里高速动车组模型,该模型考虑了大量的非线性部件和弹性元件,使得它更接近实际情况。该模型共包含224个可移动部件和466个自由度。
(3)采用数值仿真的方法对高速动车组单车、列车模型进行分析,考察高速动车组模型在不同运行速度、不同线路状况和轨道谱情况下的运动稳定性、运行平稳性、安全性以及曲线通过性能。研究了编组内车辆数量对列车动力学性能的影响情况。
(4)基于天棚(Sky-Hook,SH)阻尼控制和加速度阻尼(Acceleration Driven Damping,ADD)控制,提出一种适用于高速动车组中的改进型半主动控制策略SH-ADD控制。为了考察几种半主动控制策略对高速动车组动力学性能的影响,搭建了由半主动控制器、磁流变阻尼器逆向模型、磁流变阻尼器正向模型、低通滤波器等组成的半主动控制系统。采用ADAMS-Matlab联合仿真的方法对高速动车组半主动控制进行了仿真分析,仿真计算了横向平稳性指标、脱轨系数、轮重减载率及轮轨作用力等指标。研究结果表明：与SH控制和ADD控制相比,作者提出的SH-ADD控制无论在平稳性还是安全性方面均能取得非常理想的控制效果。
(5)根据时滞产生的机理,将半主动控制系统中的时滞分为采集时滞和执行时滞两类。提出一种两类时滞的分析方法,即根据两类时滞对系统性能的影响情况得出半主动控制有效区域。当系统时滞量处于此有效区域内时,表示半主动控制效果虽然受到时滞的影响,但仍能发挥作用。否则,表明半主动控制失效。研究结果表明：随着高速动车组运行速度的提高,半主动控制系统有效区域面积逐渐缩小,SH-ADD控制的抗时滞能力明显优于其他控制策略。因此,在高速动车组中采用时滞较小的磁流变阻尼器和恰当的半主动控制策略可以明显提高系统的平稳性与安全性。
At present, high-speed Electric Multiple Units (EMUs) technology is one of the most quickly developed leading techniques. The great success of high-speed EMUs is achieved in China, and high-speed EMUs have put the new vigor into railway transportation industry. With increasing of running speed of EMUs, a lot of important research subjects have been proposed.
On the one hand, due to the characteristics of high-speed EMUs, high speed, decentralized motors and groupage system, traditional study methods of locomotives and vehicles are no longer effective for high-speed EMUs. Numerical simulations and experimental results show that the vehicles in a same train have different dynamic performances due to intercoupling effect. Thus, it is necessary to build a whole train model for studying the dynamic performance of the high-speed EMUs.
On the other hand, since the intercoupling effect of vehicles and that of wheel/rail increase sharply with the increase of the speed, ride index and safety of high-speed EMUs become worse gradually. In order to reduce vibrations of car body and improve system performance, semi-active control is adopted in the view of improving performance and saving consumed energy. The performance of semi-active control is close to active control, but its consumed energy is significantly less. In many kinds of dampers, Magnetorheological (MR) damper is one of the best actuators for its large damping force, wide workspace, responding quickly and so on.
This work deals with building high-speed EMUs model, identifying parameters of MR damper model, designing of semi-active control strategies, analyzing the effect of time delay on semi-active control performance and so on. The main work and innovative contributions of this dissertation are as follows:
(1) On the basis of mechanical characteristic experiment of MR damper, the parameters of MR damper models are identified. A new method, Independently Parameter Adjust Method (IPAM), is proposed to make the choice of damping force adjustment parameters well-founded. The error due to traditional identification method, which relies on experience and try-error method, is reduced greatly, and the effect of coupling among parameters is avoided by using IPAM. And the parameters of Bouc-Wen model and Bouc-Wen modified model are identified successfully.
(2) A 300 km/h high-speed EMUs model with six motor and two trailer vehicles is built using a multi-body dynamic software ADAMS/Rail in this study. In order to approach actual case, the EMUs model includes a lot of elements, which involve 224 movable parts and 466 degrees of freedom. And the nonlinear effects of many elements are also considered.
(3) Numerical simulations of high-speed EMUs model with single vehicle and that with a train model are performed, whose dynamic performances, such as stability, ride comfort, safety and curve passing, are evaluated under various conditions such as running speed, railway line conditions and track spectrum. Then, the influence of the number of vehicles in the train model on the dynamic performance of the system is investigated.
(4) Inspired by Sky-Hook (SH) damping control and Acceleration Driven Damping (ADD) control, a modified semi-active control strategy, SH-ADD control, is proposed and applicable to high-speed EMUs. The semi-active control system consisting of semi-active controller, inverse model, forward model of MR damper and low-pass-filter is established in order to investigate the effect of several control strategies on the dynamic performances of high-speed EMUs. Using ADAMS-Matlab co-simulation, semi-active control performances such as lateral ride index, derailment quotient, unloading rate and wheel/rail forces are evaluated. The simulation shows that the performance of SH-ADD control is better than SH control and ADD control in ride comfort and safety.
(5) Time delay in semi-active control system is divided into two kinds of cases, acquisition time delay and actuation time delay, according to the mechanism of time delay occurrence. A new method is proposed to analyze the two kinds of time delays. By using this method, the effective region of semi-active control is obtained according to the effects of two kinds of time delays on the semi-active control performance. When the time delays are within this effective region, the performance of semi-active control works well. Otherwise, the semi-active control fails. The results show that the effective region of semi-active control is shrank with the increase of running speed of high-speed EMUs. The performance of SH-ADD control is better than other controls when considering the effects of time delays. Thus, it is a great benefit to use MR damper with less time delay and better semi-active control strategy in high-speed EMUs.
另一方面,随着高速动车组运行速度的逐渐提高,车间耦合作用和轮/轨耦合作用不断加剧,高速动车组的运行平稳性指标和安全性能逐渐恶化。因此,必须采用有效手段抑制车体振动,提高系统性能。从提高系统性能和降低能耗的角度出发,半主动控制技术是近年来研究的热点,它以极少的能量消耗可以得到与主动控制接近的效果。在众多的阻尼器中,磁流变阻尼器(Magnetorheological damper)以出力大、范围宽、反应迅速等优点成为半主动控制技术比较理想的作动器。
本文采用理论和数值仿真的方法,对高速动车组建模、磁流变阻尼器模型参数识别、半主动悬挂控制策略设计以及时滞对半主动控制效果的影响分析等方面进行了研究。论文的主要研究工作和创新性成果如下：
(1)在对磁流变阻尼器进行力学特性试验的基础上,对磁流变阻尼器模型进行了参数识别。为了使选择阻尼力调控参数变得“有理有据”,提出一种独立参数调节法(Independently Parameter Adjust Method)。该方法减小了传统方法采用个人经验和试错法带来的误差,避免了参数识别过程中参数间耦合作用的影响。采用独立参数调节法成功地对Bouc-Wen模型和Bouc-Wen修正模型进行了参数识别。
(2)采用多体动力学软件ADAMS/Rail建立了6动2拖的时速300公里高速动车组模型,该模型考虑了大量的非线性部件和弹性元件,使得它更接近实际情况。该模型共包含224个可移动部件和466个自由度。
(3)采用数值仿真的方法对高速动车组单车、列车模型进行分析,考察高速动车组模型在不同运行速度、不同线路状况和轨道谱情况下的运动稳定性、运行平稳性、安全性以及曲线通过性能。研究了编组内车辆数量对列车动力学性能的影响情况。
(4)基于天棚(Sky-Hook,SH)阻尼控制和加速度阻尼(Acceleration Driven Damping,ADD)控制,提出一种适用于高速动车组中的改进型半主动控制策略SH-ADD控制。为了考察几种半主动控制策略对高速动车组动力学性能的影响,搭建了由半主动控制器、磁流变阻尼器逆向模型、磁流变阻尼器正向模型、低通滤波器等组成的半主动控制系统。采用ADAMS-Matlab联合仿真的方法对高速动车组半主动控制进行了仿真分析,仿真计算了横向平稳性指标、脱轨系数、轮重减载率及轮轨作用力等指标。研究结果表明：与SH控制和ADD控制相比,作者提出的SH-ADD控制无论在平稳性还是安全性方面均能取得非常理想的控制效果。
(5)根据时滞产生的机理,将半主动控制系统中的时滞分为采集时滞和执行时滞两类。提出一种两类时滞的分析方法,即根据两类时滞对系统性能的影响情况得出半主动控制有效区域。当系统时滞量处于此有效区域内时,表示半主动控制效果虽然受到时滞的影响,但仍能发挥作用。否则,表明半主动控制失效。研究结果表明：随着高速动车组运行速度的提高,半主动控制系统有效区域面积逐渐缩小,SH-ADD控制的抗时滞能力明显优于其他控制策略。因此,在高速动车组中采用时滞较小的磁流变阻尼器和恰当的半主动控制策略可以明显提高系统的平稳性与安全性。
At present, high-speed Electric Multiple Units (EMUs) technology is one of the most quickly developed leading techniques. The great success of high-speed EMUs is achieved in China, and high-speed EMUs have put the new vigor into railway transportation industry. With increasing of running speed of EMUs, a lot of important research subjects have been proposed.
On the one hand, due to the characteristics of high-speed EMUs, high speed, decentralized motors and groupage system, traditional study methods of locomotives and vehicles are no longer effective for high-speed EMUs. Numerical simulations and experimental results show that the vehicles in a same train have different dynamic performances due to intercoupling effect. Thus, it is necessary to build a whole train model for studying the dynamic performance of the high-speed EMUs.
On the other hand, since the intercoupling effect of vehicles and that of wheel/rail increase sharply with the increase of the speed, ride index and safety of high-speed EMUs become worse gradually. In order to reduce vibrations of car body and improve system performance, semi-active control is adopted in the view of improving performance and saving consumed energy. The performance of semi-active control is close to active control, but its consumed energy is significantly less. In many kinds of dampers, Magnetorheological (MR) damper is one of the best actuators for its large damping force, wide workspace, responding quickly and so on.
This work deals with building high-speed EMUs model, identifying parameters of MR damper model, designing of semi-active control strategies, analyzing the effect of time delay on semi-active control performance and so on. The main work and innovative contributions of this dissertation are as follows:
(1) On the basis of mechanical characteristic experiment of MR damper, the parameters of MR damper models are identified. A new method, Independently Parameter Adjust Method (IPAM), is proposed to make the choice of damping force adjustment parameters well-founded. The error due to traditional identification method, which relies on experience and try-error method, is reduced greatly, and the effect of coupling among parameters is avoided by using IPAM. And the parameters of Bouc-Wen model and Bouc-Wen modified model are identified successfully.
(2) A 300 km/h high-speed EMUs model with six motor and two trailer vehicles is built using a multi-body dynamic software ADAMS/Rail in this study. In order to approach actual case, the EMUs model includes a lot of elements, which involve 224 movable parts and 466 degrees of freedom. And the nonlinear effects of many elements are also considered.
(3) Numerical simulations of high-speed EMUs model with single vehicle and that with a train model are performed, whose dynamic performances, such as stability, ride comfort, safety and curve passing, are evaluated under various conditions such as running speed, railway line conditions and track spectrum. Then, the influence of the number of vehicles in the train model on the dynamic performance of the system is investigated.
(4) Inspired by Sky-Hook (SH) damping control and Acceleration Driven Damping (ADD) control, a modified semi-active control strategy, SH-ADD control, is proposed and applicable to high-speed EMUs. The semi-active control system consisting of semi-active controller, inverse model, forward model of MR damper and low-pass-filter is established in order to investigate the effect of several control strategies on the dynamic performances of high-speed EMUs. Using ADAMS-Matlab co-simulation, semi-active control performances such as lateral ride index, derailment quotient, unloading rate and wheel/rail forces are evaluated. The simulation shows that the performance of SH-ADD control is better than SH control and ADD control in ride comfort and safety.
(5) Time delay in semi-active control system is divided into two kinds of cases, acquisition time delay and actuation time delay, according to the mechanism of time delay occurrence. A new method is proposed to analyze the two kinds of time delays. By using this method, the effective region of semi-active control is obtained according to the effects of two kinds of time delays on the semi-active control performance. When the time delays are within this effective region, the performance of semi-active control works well. Otherwise, the semi-active control fails. The results show that the effective region of semi-active control is shrank with the increase of running speed of high-speed EMUs. The performance of SH-ADD control is better than other controls when considering the effects of time delays. Thus, it is a great benefit to use MR damper with less time delay and better semi-active control strategy in high-speed EMUs.
引文
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