Variable stiffness primary positioning node control system and control method

Abstract

Variable stiffness primary positioning node control system and control method, relate to high-speed motor train unit bogie system technical field, solve the problem that real-time adjustment of suspension characteristic parameters for vehicle state in prior art cannot adapt to different operating conditions, cannot simultaneously take into account the contradiction between primary hunting and secondary hunting, straight line running stability and curve passing performance and so on, the control system comprises GPS module, vehicle-mounted gyroscope module, vehicle-mounted speed module, vehicle body chassis vibration acceleration sensor, bogie lateral vibration acceleration sensor, front-end processor and vehicle-mounted host computer; the control method adopts dynamic control closed loop logic, which can effectively reduce wheel rim wear, reduce wheel rail contact stress, improve the stability of local line vehicle, vehicle low frequency shaking and other problems, improve vehicle operation safety, stability and curve passing performance, and further prolong the wheel turning repair cycle, enhance the adaptability of vehicle to track.

Description

Technical Field

[0001] This invention relates to the field of high-speed train bogie system technology, specifically to a control system and control method for improving the dynamic performance of high-speed trains by adjusting the stiffness parameters of the primary positioning nodes in real time. Background Technology

[0002] As my country's high-speed train technology has evolved from introduction and assimilation to independent innovation, the operating speed of trains has been gradually increasing, from the earliest 250km / h and 300km / h to the current 350km / h, with a target operating speed of 400km / h in the next few years. This increase in speed places higher demands on the safety and stability of train operation.

[0003] There are two main approaches to improving the operational quality of high-speed trains. The first is to improve track conditions, primarily by controlling track irregularities, increasing curve radii, and avoiding tracks with extremely small curve radii. my country's total high-speed railway mileage has reached 30,000 kilometers. Due to geographical constraints in different regions, there are variations in track structure damping and stiffness, rail geometry, track irregularities, and minimum curve radii between different lines. Further improving vehicle operational quality by controlling track disturbance amplitude would be extremely difficult and costly. The second approach is to optimize vehicle suspension design. By optimizing the suspension method and parameters, the vibration isolation performance of the suspension system can be enhanced, improving operational stability and ride smoothness.

[0004] Currently, high-speed trains generally use passive suspension, where the damping and stiffness parameters of the suspension components are fixed values. Passive suspension has little room for optimization, cannot adjust suspension characteristic parameters in real time according to vehicle conditions, cannot adapt to different operating conditions, and cannot simultaneously address the contradiction between primary and secondary snakeback, straight-line stability, and curve-passing performance. New technologies are urgently needed to improve the overall technology of the vehicles. Summary of the Invention

[0005] To address the problems in existing technologies where real-time adjustment of suspension characteristic parameters based on vehicle status fails to adapt to different operating conditions and cannot simultaneously balance primary and secondary serpentine maneuvers, straight-line stability, and curve-passing performance, this invention provides a variable stiffness primary suspension positioning node control system and control method.

[0006] The variable stiffness primary positioning node control system includes a GPS module, an on-board gyroscope module, an on-board speed module, a body underframe vibration acceleration sensor, a bogie lateral vibration acceleration sensor, a pre-processor, and an on-board host.

[0007] The vehicle-mounted host is connected to the front-end processor, the vehicle body underframe vibration acceleration sensor, the bogie lateral vibration acceleration sensor, GPS, vehicle-mounted speed module, vehicle-mounted gyroscope module, and variable stiffness primary positioning node, respectively.

[0008] The GPS module is used to receive GPS signals and obtain information about the vehicle's route.

[0009] The on-board gyroscope module is used to determine the curve radius of the route information;

[0010] The on-board speed module is used to provide vehicle operating speed information;

[0011] The vehicle body underframe vibration acceleration sensor is used to collect vehicle body vibration acceleration; the bogie lateral vibration acceleration sensor is used to collect frame vibration acceleration.

[0012] The pre-processor calculates the comfort index based on the measured vehicle body vibration acceleration, performs filtering calculation based on the measured lateral vibration acceleration of the frame, and integrates the self-feedback signal of the variable stiffness series positioning node to provide it to the vehicle host.

[0013] The on-board unit integrates and controls comfort indicators, lateral filtering acceleration of the frame, gyroscope and GPS information, vehicle speed, and feedback signals from the variable stiffness primary positioning nodes.

[0014] This invention also provides a variable stiffness series positioning node control method, which is implemented by the following steps:

[0015] Step 1: When the pantograph of the EMU is energized, the self-test module of the variable stiffness primary system positioning node works to determine whether the node valve system and power supply system are normal. If the status is normal, proceed to step 2; if the status is abnormal, control the solenoid valve to completely de-energize and set the stiffness of the variable stiffness primary system positioning node to the passive safety parameter L0. After the vehicle enters the depot, the node is inspected.

[0016] Step 2: When the onboard host determines whether the train's running speed obtained by the onboard speed module is greater than 80km / h, if yes, proceed to Step 3; if no, control the solenoid valve of the variable stiffness primary positioning node to operate, and the stiffness of the variable stiffness primary positioning node is set to parameter L6; proceed to Step 7.

[0017] Step 3: Determine the current route information using the GPS module. If it is a curve, and the curve radius is less than 1000m according to the gyroscope module, control the solenoid valve of the variable stiffness primary positioning node to operate, and execute the L5 parameter for the stiffness of the variable stiffness primary positioning node; then proceed to step 7.

[0018] If the route is a straight line or a curve with a radius greater than 1000m, proceed to step four;

[0019] Step 4: Determine the lateral vibration acceleration of the bogie. If the lateral vibration acceleration after filtering at 0.5-10Hz exceeds 0.5g three times within 10 minutes, it is considered that the bogie is at risk of instability. Control the solenoid valve of the variable stiffness primary system positioning node to activate, and execute the L1 parameter for the stiffness of the variable stiffness primary system positioning node; then proceed to step 7.

[0020] If no warning is issued for the lateral vibration acceleration of the frame after filtering at 0.5-10Hz, proceed to step five.

[0021] Step 5: If the comfort index obtained by the vehicle chassis vibration acceleration sensor does not exceed 2, the vehicle is considered to be in normal operating condition. Control the solenoid valve of the variable stiffness primary positioning node to act, and the stiffness of the variable stiffness primary positioning node is set to the L2 parameter; proceed to step 7.

[0022] If the comfort index exceeds 2 and the lateral vibration acceleration frequency of the vehicle body is less than or equal to 3Hz, it is considered that the vehicle has obvious shaking problems. Further judgment should be made based on the lateral vibration acceleration of the frame to determine whether it also causes vehicle operation safety problems; proceed to step six.

[0023] Step 6: If the lateral vibration acceleration of the frame after 0.5-10Hz filtering reaches 0.3g five times in a row, it is considered that there may be a safety hazard to the vehicle. Control the solenoid valve of the variable stiffness primary positioning node to activate, and execute the L3 parameter for the stiffness of the variable stiffness primary positioning node; then proceed to step 7.

[0024] If the lateral vibration acceleration of the frame after 0.5-10Hz filtering does not reach 0.3g for 5 consecutive times, it is considered that the vehicle is experiencing a single body swaying problem. Control the solenoid valve of the variable stiffness primary positioning node to activate, and execute the L4 parameter for the stiffness of the variable stiffness primary positioning node; proceed to step seven.

[0025] Step 7: The self-feedback module of the variable stiffness primary positioning node determines whether the current execution command is consistent with the target command. If not, the variable stiffness primary positioning node is abnormal. The control solenoid valve is completely de-energized, and the stiffness of the variable stiffness primary positioning node is set to the passive safety parameter L0. The node is inspected after the vehicle enters the parking lot.

[0026] The beneficial effects of this invention are as follows: The control method described in this invention utilizes real-time data collected by onboard acceleration sensors, GPS, and gyroscope modules to evaluate the current operating status of the vehicle and the track conditions. Based on the evaluation results and feedback signals from the primary positioning nodes, the stiffness of the primary positioning nodes is adjusted in real time to meet the vehicle's dynamic performance requirements. This reduces the wheel-rail interaction force when the vehicle passes through curves, solves the problems of wheel flange wear and rail side wear on small-radius curves, extends the service life of wheels and rails, reduces operation and maintenance costs, and improves the economic efficiency of maintenance. It also enhances the vehicle's adaptability to tracks under different maintenance conditions, improves vehicle ride comfort, and provides greater scope for vehicle performance improvement and design. Furthermore, it solves the major problem of current vehicle designs being unable to simultaneously consider high-speed and small-radius curve passing performance, as well as the stability, smoothness, and comfort issues caused by poor wheel-rail matching on local tracks, thus meeting the market demands of intercity trains, urban rail trains, and other similar vehicles.

[0027] The control method of this invention adopts a closed-loop logic of dynamic control, which can effectively reduce wheel flange wear, reduce wheel-rail contact stress, improve the instability of vehicles on local lines and low-frequency swaying of the vehicle body, improve vehicle operation safety, stability and curve passing performance, thereby extending the wheel turning cycle and enhancing the vehicle's adaptability to the track. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the variable stiffness primary positioning node control system described in this invention.

[0029] Figure 2 This is a logic diagram of the variable stiffness series positioning node control method described in this invention. Detailed Implementation

[0030] Specific Implementation Method 1: Combination Figure 1 This embodiment describes a variable stiffness primary series positioning node control system. The system includes a GPS module 1, an onboard gyroscope module 2, an onboard speed module 3, a vehicle chassis vibration acceleration sensor 4, a bogie lateral vibration acceleration sensor 5, a variable stiffness primary series positioning node (with self-test and feedback functions) 6, a pre-processor 7, and an onboard host 8, as described above. Figure 1 As shown.

[0031] In this embodiment, the GPS module receives GPS signals and has positioning functionality for judging curves and straight lines; the onboard gyroscope module determines the radius of the curve; the onboard speed module provides vehicle speed information; the chassis vibration acceleration sensor collects vehicle body vibration acceleration; the bogie lateral vibration acceleration sensor collects bogie frame vibration acceleration; the variable stiffness primary positioning node can change the internal valve system of the node in real time through solenoid valves, thereby changing the stiffness characteristics, and has self-checking and feedback functions. The adjustable stiffness is divided into 6 levels from large to small, namely L1 to L6, where L1 stiffness range is 70-80 MN / m, L2 stiffness range is 40-50 MN / m, and L3 stiffness range is 30-40 MN / m. The stiffness ranges from 20-30 MN / m for L4, 15-20 MN / m for L5, and 10-15 MN / m for L6. L3 is the normal operating stiffness. In addition, there is a passive safety parameter L0, ranging from 50-60 MN / m, when the active variable stiffness function fails. The pre-processor calculates the comfort index according to the measured vehicle body vibration acceleration in accordance with the GB5599 standard, performs filtering calculations according to the measured lateral vibration acceleration of the frame in accordance with the GB5599 standard, and integrates the self-feedback signals of the variable stiffness nodes to provide to the host. The on-board host integrates the comfort index, the frame lateral filtered acceleration, gyroscope and GPS information, vehicle speed, and the feedback signals from the variable stiffness primary positioning nodes, and executes the control logic.

[0032] Specific Implementation Method Two: Combination Figure 2 This embodiment describes the control method using the variable stiffness primary positioning node control system described in Specific Embodiment 1. This method is implemented through the following steps:

[0033] (1) When the pantograph of the EMU is powered, the self-test module of the primary positioning variable stiffness node works to determine whether the node valve system and power supply system are normal. If they are not normal, the solenoid valve needs to be completely de-energized. The primary positioning node stiffness executes the passive safety parameter L0. After the vehicle enters the depot, the node is checked.

[0034] (2) When the speed of the EMU is less than 80km / h, the solenoid valve will be activated and the stiffness of the primary positioning node will be the lowest, which is manifested as the L6 stiffness parameter, thus improving the wheel flange wear problem when the vehicle passes through the depot or station curves at low speed.

[0035] (3) When the train set runs at a speed greater than 80 km / h, the GPS module determines the current line information. If it is a curve and the gyroscope module determines that the curve radius is less than 1000 m, the solenoid valve is activated and the primary positioning node stiffness is adjusted according to the L5 parameter to improve the wheel flange wear problem when the vehicle passes through a small curve on the main line.

[0036] (4) When the running line is a straight line or the radius of the curve is greater than 1000m, the lateral vibration acceleration of the bogie frame is judged first. If the lateral vibration acceleration of the frame after 0.5-10Hz filtering is greater than 0.5g three times within 10 minutes (this condition is called a warning), it is considered that the bogie is at risk of instability. The stiffness of the primary positioning node needs to be adjusted to the maximum to ensure the stability of the vehicle operation. At this time, the solenoid valve is activated and the stiffness of the primary positioning node is adjusted to the L1 parameter.

[0037] (5) If no warning is issued for the lateral vibration acceleration of the frame after 0.5-10Hz filtering, determine whether the vehicle is shaking significantly. If the comfort index does not exceed 2, the vehicle is considered to be operating normally, the solenoid valve is activated, and the stiffness of the primary positioning node is set to the L2 parameter;

[0038] (6) If the comfort index exceeds 2 and the lateral vibration acceleration frequency of the vehicle body is less than or equal to 3Hz, it is considered that the vehicle has obvious swaying problems. Further judgment is needed based on the lateral vibration acceleration of the frame to determine whether it also causes vehicle operation safety problems. If the lateral vibration acceleration of the frame after 0.5-10Hz filtering reaches 0.3g for 5 consecutive times, it is considered that the vehicle may have safety hazards. The stiffness of the primary positioning node can be appropriately reduced, but not too small. Therefore, the solenoid valve is activated, and the stiffness of the primary positioning node is set to L3 parameter.

[0039] (7) If the lateral vibration acceleration of the frame after 0.5-10Hz filtering does not reach 0.3g for 5 consecutive times, it is considered that the vehicle is experiencing a single body swaying problem. The stiffness of the primary positioning node can be significantly reduced to eliminate the low-frequency body swaying problem. At this time, the solenoid valve is activated, and the stiffness of the primary positioning node is adjusted according to the L4 parameter.

[0040] (8) Under all operating conditions, after the solenoid valve is activated, it is necessary to use the self-feedback module to determine whether the currently executed command is consistent with the target command. If they are inconsistent, it indicates that there may be an abnormality in the primary positioning variable stiffness node. At this time, the solenoid valve is completely de-energized, and the primary positioning node stiffness is executed by the passive safety parameter L0. The node is checked after the vehicle enters the warehouse.

[0041] Through the closed-loop logic of the above dynamic control, wheel flange wear can be effectively reduced, the instability of vehicles on local tracks can be improved, and the low-frequency shaking of the vehicle body can be addressed, thereby improving the safety and stability of vehicle operation and extending the wheel turning cycle.

Claims

1. A variable stiffness primary positioning node control system, characterized by: The control system includes a GPS module (1), an on-board gyroscope module (2), an on-board speed module (3), a vehicle chassis vibration acceleration sensor (4), a bogie lateral vibration acceleration sensor (5), a pre-processor (7), and an on-board host (8). The vehicle host is connected to the front processor (7), the vehicle chassis vibration acceleration sensor (4), the bogie lateral vibration acceleration sensor (5), the GPS module (1), the vehicle speed module (3), the vehicle gyroscope module (2), and the variable stiffness primary positioning node (6), respectively. The GPS module is used to receive GPS signals and obtain information about the vehicle's route. The on-board gyroscope module is used to determine the curve radius of the route information; The on-board speed module (3) is used to provide vehicle operating speed information; The chassis vibration acceleration sensor (4) is used to collect the vibration acceleration of the chassis; the bogie lateral vibration acceleration sensor (5) is used to collect the vibration acceleration of the bogie frame. The pre-processor calculates the comfort index based on the measured vehicle body vibration acceleration, performs filtering calculation based on the measured lateral vibration acceleration of the frame, and integrates the self-feedback signal of the variable stiffness first series positioning node to provide to the vehicle host (8). The on-board host (8) integrates and controls the comfort index, the frame lateral filtering acceleration, the gyroscope and GPS signals, the vehicle running speed and the feedback signals of the variable stiffness series positioning nodes.

2. The variable stiffness primary positioning node control system according to claim 1, characterized in that: The variable stiffness positioning node changes the internal valve system of the node in real time through a solenoid valve, thereby changing the stiffness characteristics. It also has self-testing and feedback functions. The stiffness adjustment is divided into six levels from large to small, namely L1 to L6, where L3 is the normal working stiffness. In addition, there is a passive safety parameter L0 when the active stiffness adjustment function fails.

3. A variable stiffness series positioning node control method, characterized by: This control method is implemented through the variable stiffness primary positioning node control system as described in claim 2, and the control method is implemented by the following steps: Step 1: When the pantograph of the EMU is energized, the self-test module of the variable stiffness primary positioning node (6) works to determine whether the node valve system and power supply system are normal. If the status is normal, proceed to step 2. If the state is not normal, the control solenoid valve is completely de-energized, and the stiffness of the variable stiffness primary positioning node (6) is adjusted to the passive safety parameter L0. After the vehicle enters the warehouse, the node is inspected. Step 2: When the onboard host (8) determines whether the train running speed obtained by the onboard speed module (3) is greater than 80km / h, if yes, proceed to step 3; if no, control the solenoid valve of the variable stiffness primary positioning node (6) to operate, and execute the L6 parameter for the stiffness of the variable stiffness primary positioning node (6); proceed to step 7. Step 3: Determine the current line information through the GPS module. If it is a curve, and the curve radius is less than 1000m according to the gyroscope module, control the solenoid valve of the variable stiffness primary positioning node (6) to act, and execute the L5 parameter for the stiffness of the variable stiffness primary positioning node (6); then execute step 7. If the route is a straight line or a curve with a radius greater than 1000m, proceed to step four; Step 4: Determine the lateral vibration acceleration of the bogie. If the lateral vibration acceleration after 0.5-10Hz filtering occurs more than 0.5g three times within 10 minutes, it is considered that the bogie is at risk of instability. Control the solenoid valve of the variable stiffness primary positioning node (6) to operate. The stiffness of the variable stiffness primary positioning node (6) is set to the L1 parameter. Step 7 is executed. If no warning is issued for the lateral vibration acceleration of the frame after filtering at 0.5-10Hz, proceed to step five. Step 5: If the comfort index obtained by the vehicle chassis vibration acceleration sensor (4) does not exceed 2, the vehicle is considered to be in normal operating condition. Control the solenoid valve of the variable stiffness primary positioning node (6) to operate, and execute the L2 parameter for the stiffness of the variable stiffness primary positioning node (6); then execute step 7. If the comfort index exceeds 2 and the lateral vibration acceleration frequency of the vehicle body is less than or equal to 3Hz, it is considered that the vehicle has obvious shaking problems. Further judgment should be made based on the lateral vibration acceleration of the frame to determine whether it also causes vehicle operation safety problems; proceed to step six. Step 6: If the lateral vibration acceleration of the frame after 0.5-10Hz filtering reaches 0.3g five times in a row, it is considered that there may be a safety hazard in the vehicle. Control the solenoid valve of the variable stiffness primary positioning node (6) to act, and execute the L3 parameter for the stiffness of the variable stiffness primary positioning node (6); execute step 7. If the lateral vibration acceleration of the frame after 0.5-10Hz filtering does not reach 0.3g for 5 consecutive times, it is considered that the vehicle is a single body sway problem. Control the solenoid valve of the variable stiffness primary positioning node (6) to act, and execute the L4 parameter for the stiffness of the variable stiffness primary positioning node (6); execute step seven. Step 7: The self-feedback module of the variable stiffness primary positioning node (6) determines whether the current execution command is consistent with the target command. If not, the variable stiffness primary positioning node (6) is abnormal. The control solenoid valve is completely de-energized, and the stiffness of the variable stiffness primary positioning node (6) is adjusted to the passive safety parameter L0. The node is checked after the vehicle enters the warehouse.

Images