A vehicle body lateral vibration control system, method and equipment

Abstract

The application discloses a car body transverse vibration control system, method and equipment, and belongs to the field of car body transverse vibration control. The system comprises an induction module, a control module and an execution module. The induction module is used for diagnosing and identifying the transverse excitation of a rail vehicle car body in real time and outputting an identification result. The control module constructs a control strategy according to the identification result of the induction module. The execution module executes the action of an action device according to the control strategy constructed by the control module. The transverse excitation comprises the transverse vibration acceleration of the car body and a suspension device and the transverse relative displacement of the car body and the suspension device. The transverse vibration of the car body can be greatly reduced, and the cost can be reduced, and the robustness and real-time performance of control can be improved.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, specifically to a vehicle body lateral vibration control system, method, and equipment. Background Technology

[0002] Due to the complexity of the service environment of high-speed trains and the time-varying characteristics of vehicle parameters with operating mileage, the vehicles exhibit insufficient environmental adaptability, making the need to improve the adaptability of vehicle suspension parameters increasingly urgent. While research on the vertical abnormal vibration characteristics and control methods of the car body is relatively mature, with the large-scale operation of high-speed trains and the rapid increase in mileage, lateral vibration of the car body has become a major problem, seriously affecting passenger comfort.

[0003] Lateral stability of a vehicle is mainly manifested in primary and secondary hunting. Primary hunting refers to lateral instability of the car body, which mainly occurs at low speeds. For high-speed trains, the lateral instability speed is generally around 200 km / h or even lower, and the frequency is also low, generally around 1-2 Hz. Secondary hunting refers to lateral instability of the bogie, which mainly occurs at speeds above 300 km / h, and the frequency is relatively higher, generally in the range of 3-9 Hz. For high-speed trains, the lightweight car body structure design reduces the lateral stiffness of the car body, resulting in a decrease in the lateral elastic vibration modes of the car body. This is highly likely to couple with the lateral instability frequency of the bogie at high speeds, causing resonance. This not only reduces the motion stability of the vehicle system and endangers the operational safety of the vehicle, but also significantly reduces the lateral stability of the vehicle and passenger comfort. After adopting a distributed traction system, high-speed trains mount electrical components weighing around ten tons, such as traction transformers and converters, on the car body underframe. The weight of each undercarriage suspension device ranges from tens of kilograms to several tons, and some devices, such as rotating fans, have their own excitation sources, inevitably transmitting uneven vibrations to the car body. Currently, high-speed trains mainly use two types of undercarriage suspension: elastic and rigid. Elastic suspension includes rigid spring suspension and rubber spring suspension. Steel springs are simple in structure and low in material cost, making them widely used in mechanical devices. However, these elastic elements have a low design frequency and low damping, and they cannot provide longitudinal stiffness. This leads to complex suspension structures in vehicle under-suspension systems, making installation and maintenance difficult. Rubber shock absorbers, on the other hand, are made by adding other substances to rubber as the base material, depending on performance requirements. They have advantages such as softness and the ability to provide three-dimensional stiffness, meeting the needs of tensile, compressive, and shear deformation. Furthermore, rubber elements still have strong energy absorption capabilities when subjected to collisions and impacts, and their fatigue life under dynamic loads is superior to that of steel springs. Therefore, rubber springs have more advantages and are more widely used in vehicle under-suspension systems and primary and secondary suspension systems.

[0004] Lateral vibration of trains is the main cause of lateral stability. For railway locomotives and rolling stock, vibration can be suppressed by improving the structure of the vibration reduction system itself. Better vibration reduction performance can be achieved with less investment. That is, adopting active suspension and active or semi-active control of the car body is an effective way to improve the running stability of locomotives and rolling stock.

[0005] The most similar prior art implementation to this invention is as follows: Patent application number CN106080643A, filed on August 1, 2016, entitled "An Active Control Device for Lateral Vibration of a Bogie Frame," utilizes the detected displacement, velocity, and acceleration of an additional oscillator relative to the frame. By introducing a time delay, the controller processes the data and sends a control signal to an inertial actuator to apply a lateral control force, thereby controlling the lateral vibration of the frame. However, because the excitation experienced by a train at high speed is constantly changing, the method used in this invention cannot distinguish between harmonic and random excitations affecting the car body, and therefore cannot make optimal control based on specific circumstances, thus having certain limitations. The invention patent with publication number "CN114248814A", application date "2022-03-29", and titled "An Active Control Vibration Damping Device and Method for Secondary Suspension of Rail Vehicles", involves installing actuators and lateral dampers and vertical dampers hinged to the bogie frame on the left and right sides of the lateral center of the bottom of the vehicle body. The controller algorithm obtains the required active control force and sends a control force signal to the actuator. After receiving the control force signal, the actuator applies an active force to the lateral dampers and vertical dampers, thereby changing the output of the dampers. Damping force, which alters the secondary suspension force to control vehicle body vibration and improve vehicle running stability and ride comfort, is used in a method that, due to limitations in its control strategy, exacerbates frame vibration while reducing vehicle body vibration. As the main load-bearing structure of the bogie, the vibration behavior of the frame affects the bogie's motion stability and operational safety, thus impacting the bogie's dynamic performance. Furthermore, it requires applying lateral vertical forces to the entire vehicle body, necessitating significant control energy and limiting its practical application effectiveness. Moreover, it does not consider complex track disturbances encountered during actual vehicle operation. Summary of the Invention

[0006] The purpose of this invention is to provide a vehicle body lateral vibration control system, method, and device to solve the technical problems mentioned in the background art.

[0007] To achieve the above objectives, the technical solution of the present invention is as follows: Targeting the lateral excitation experienced by the high-speed train body, based on the theory of dynamic vibration absorbers, considering the dynamic vibration absorption effect of two undercarriage suspension devices, the large-mass device suspended under the car body is used as a dynamic vibration absorber, and an actuator is set between the device and the car body to reduce the lateral vibration amplitude of the car body, thereby establishing an active control method and system.

[0008] The first aspect of the present invention proposes a technical solution as follows: a vehicle body lateral vibration control system includes: a sensing module for real-time diagnosis and identification of lateral excitation of the rail vehicle body and outputting the identification result; a control module for constructing a control strategy based on the identification result of the sensing module; and an execution module for executing actuator actions based on the control strategy constructed by the control module; wherein the lateral excitation includes the lateral vibration acceleration of the vehicle body and the suspension equipment and the lateral relative displacement between the vehicle body and the suspension equipment.

[0009] The sensing module includes a vibration acceleration sensor, which is installed on the vehicle body bolster and the undercarriage suspension equipment to test the lateral vibration acceleration of the vehicle body and the undercarriage suspension equipment.

[0010] The sensing module also includes a laser displacement sensor, which is installed on the under-vehicle suspension equipment to detect the relative displacement between the vehicle body and the suspension equipment.

[0011] A second aspect of the present invention provides a method for implementing the vehicle body lateral vibration control system described in the first aspect, comprising:

[0012] Step 1: Based on the lateral vibration acceleration of the vehicle body and suspension equipment measured by the sensing module, the dominant frequency of the lateral vibration of the vehicle body is measured by methods such as FFT and / or S-transform.

[0013] Step 2: Perform real-time continuous sampling of the lateral vibration acceleration, apply bandpass filtering at 0.5-10Hz, and extract the peak value of the filtered signal;

[0014] Step 3: Determine whether the vehicle body has experienced lateral instability based on the signal peak value;

[0015] Step 4: Make control actions based on the judgment results of Step 3.

[0016] The method for determining whether a vehicle has experienced lateral instability based on signal peak values ​​is to determine whether the acceleration peak value is not less than 6 m / s² for more than N consecutive times. 2 .

[0017] If the vehicle body does not experience lateral instability, the control module uses the LQR method to control the execution module for active control.

[0018] If the vehicle body experiences lateral instability, it is further determined whether the vehicle body is subjected to harmonic excitation or random excitation. If it is harmonic excitation, the instability type is determined based on the instability frequency.

[0019] If the instability frequency range is 1-2Hz, the instability type is primary serpentine instability; if the instability frequency range is 3-9Hz, the instability type is secondary serpentine instability.

[0020] The control module calculates the relative velocity between the vehicle body and the suspension equipment based on the lateral relative displacement using differentiation, and outputs the ideal force F exerted by the execution module on the suspension equipment. 理想 ;Calculate the compensated force F according to the online time delay compensation method of the execution module. 补偿 ; and thus the actual force F of the execution module is obtained. 实际 This enables active control of the suspended equipment.

[0021] A third aspect of the present invention provides an electronic device including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the method described in the second aspect above.

[0022] This invention provides an improved vehicle body lateral vibration control system and method, which has the following improvements and advantages compared with the prior art: This invention integrates the effects of harmonic excitation and random excitation on vehicle body lateral vibration, utilizing a stochastic iterative learning method, an online time delay compensation method for actuators, and an adaptive adjustment method. This can significantly reduce the lateral vibration of the vehicle body, while also helping to reduce costs and improve the robustness and real-time performance of the control. Furthermore, the energy required for the actuator to apply lateral force to the under-vehicle suspension equipment is smaller, making it more feasible for engineering applications. Secondly, since the vibration limit of the under-vehicle suspension equipment is larger than that of the vehicle body, it is more reasonable to reduce vehicle body vibration through equipment dynamic vibration absorption. Attached Figure Description

[0023] The present invention will be further explained below with reference to the accompanying drawings and embodiments:

[0024] Figure 1 This is a technical roadmap of the present invention;

[0025] Figure 2 This is a top view of the installation location of the execution module of the present invention;

[0026] Figure 3 This is a front view of the installation location of the execution module of the present invention;

[0027] Figure 4 This is a control flowchart of the execution module of the present invention. Detailed Implementation

[0028] The core of this invention is to provide a vehicle body lateral vibration control system and method to solve the problems mentioned in the background art.

[0029] The following will be combined with the appendix Figures 1 to 4This invention will be described in detail, and the technical solutions in the embodiments of this invention will be clearly and completely described. Obviously, the described embodiments are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0030] It should be noted that the terms "first" and "second" used in the embodiments of the present invention are for descriptive purposes only and should not be construed as indicating or implying the number of technical features defined therein. Therefore, features defined with "first" and "second" in the embodiments of this specification can indicate that at least one of the defined technical features is included.

[0031] The technical solutions of the various embodiments of the present invention described in this specification can be combined with each other, but only if they can be implemented by those skilled in the art. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that the combination of technical solutions does not exist.

[0032] like Figure 1-4 As shown, the present invention is a method and system for controlling the lateral vibration of a vehicle body. The lateral vibration control system includes: a sensing module for real-time diagnosis and identification of the lateral excitation of the rail vehicle body and outputting the identification result; a control module for constructing a control strategy based on the identification result of the sensing module; and an execution module for executing the action of the actuator based on the control strategy constructed by the control module. The lateral excitation includes the lateral vibration acceleration of the vehicle body and the suspension equipment, as well as the lateral relative displacement between the vehicle body and the suspension equipment.

[0033] The sensing module includes a vibration acceleration sensor, which is installed on the vehicle body bolster and the undercarriage suspension equipment to test the lateral vibration acceleration of the vehicle body and the undercarriage suspension equipment.

[0034] The sensing module also includes a laser displacement sensor, which is installed on the under-vehicle suspension equipment to detect the relative displacement between the vehicle body and the suspension equipment.

[0035] In an embodiment of the present invention, the control module trains the support vector machine using long-term service tracking test data of the vehicle body and forms a database; based on the least squares support vector machine, it judges and identifies the excitation state received by the vehicle body laterally, thereby identifying whether the vehicle body receives harmonic excitation and identifying the excitation frequency. It should be noted that the least squares support vector machine is prior art.

[0036] Furthermore, in an embodiment of the present invention, the dominant frequency of the lateral vibration of the vehicle body is first determined based on the measured data from the vibration acceleration sensor. The lateral vibration acceleration is then continuously sampled in real time and bandpass filtered using a frequency of 0.5–10 Hz. The peak value of the filtered signal is extracted as a basis. If the acceleration peak value reaches or exceeds 6 m / s for six consecutive times, the signal is considered positive. 2 If lateral instability occurs, the controller determines that the vehicle body has experienced lateral instability. If no lateral instability occurs, the controller uses the LQR (Linear Quadratic Optimal Control) method to actively control the actuators; if instability occurs, it continues to determine whether it is harmonic excitation or random excitation.

[0037] It should be noted that the dominant frequency of lateral vibration can be determined by methods such as FFT / s transformation; based on the lateral vibration response characteristics of the high-speed train body, it is considered that the absence of a significant dominant frequency or the presence of a significant dominant frequency but with a low frequency indicates random excitation, while the presence of a significant dominant frequency with a high frequency indicates harmonic excitation.

[0038] It should be noted that FFT stands for Fourier transform, and S stands for S-transform.

[0039] In one embodiment of the present invention, if the high-speed train body is subjected to lateral harmonic excitation, lateral vibration control is achieved by constructing ideal dynamic vibration absorber parameters, considering the dynamic vibration absorption effect of the two undercarriage suspension devices, such as... Figure 2 As shown, a dynamic vibration absorber model with active control was established, where Mc is the mass of the vehicle body, and m... e1 k e1 and c e1 These represent the mass of the first undercarriage suspension device, the stiffness coefficient of the actuator acting on the first suspension device, and the damping coefficient, respectively; m e2 k e2 and c e2 Let represent the mass of the second under-vehicle suspension device, the stiffness coefficient of the actuator acting on the second suspension device, and the damping coefficient, respectively. Based on the optimal suspension parameters of the under-vehicle suspension device, the optimal control gain of the system is calculated. The influence of the feedback control gain on the lateral vibration of the vehicle body is studied, and a suitable combination of feedback control parameters is found.

[0040] According to the fixed-point theory in dynamic vibration absorption theory, the optimal suspension frequency and suspension damping ratio can be obtained when the P and Q points on the response curve are at the same height. Thus, the optimal suspension frequency ratio of the system can be obtained. Furthermore, from the optimal suspension frequency ratio and damping ratio, it is known that the optimal suspension parameters of the under-vehicle suspension system are only related to the vehicle body vibration mode and modal mass. The optimal suspension parameters of the system can be obtained through this method.

[0041] For multi-suspension equipment, the optimal suspension parameters can be solved through numerical simulation, thus solving the problem that it is difficult to solve the optimal suspension parameters of the system through analytical methods in traditional technology.

[0042] In one embodiment of the present invention, if the high-speed train body is subjected to random excitation, after the high-speed train is put into operation, the train will generally run back and forth periodically on a prescribed route for a long period of time, during which quasi-periodic data will be generated. By using the iterative learning control approach, the massive vibration signals generated during vehicle operation and the existing control experience of the control system can be fully explored and utilized, and the key control parameters in the control algorithm can be adjusted in a timely manner to achieve the adaptability and learning of the control strategy under random excitation vibration.

[0043] It should be noted that the key control parameter is the initial damping value. Iterative optimization accelerates the optimization factor α and the allowable iteration error ε;

[0044] Furthermore, by combining a stochastic iterative learning method, an optimization criterion function for the lateral vibration of the vehicle body is constructed, as shown below:

[0045] J = RMS(A)

[0046] |J(k+1)-J(k)|≤ε

[0047]

[0048]

[0049] Wherein, J (root mean square value, maximum value and stability index of lateral vibration of the car body) is the objective function, and the root mean square value of the lateral vibration acceleration of the car body is to be determined as the active control objective evaluation index, and RMS is the root mean square function; A is the vibration amplitude of the lateral vibration acceleration of the high-speed train car body within a fixed period, with 5s as one control period (refer to the data processing method in GB 5599-2019 standard). The initial damping value is α. If the value is too small, the rolling optimization time will be long; if the value is too large, the optimization result will have a large error. α is the iterative optimization acceleration factor. If the value is zero, it means that the optimization is at a constant speed. An appropriate value can be selected according to the optimization speed. ε is the iteration allowable error (i.e., the allowable error threshold). If two adjacent optimizations satisfy the condition |J(k+1)-J(k)|≤ε, it means that the root mean square value of the lateral vibration of the vehicle body meets the expected requirements. Then the rolling iterative optimization process ends, and the optimal control force required by the active control system is calculated.

[0050] In an embodiment of the present invention, initial damping It is 5000 Ns / m, and the allowable error for iteration is 0.001.

[0051] When choosing a control strategy to address lateral instability of the vehicle body, the ideal actuator force F of the under-vehicle suspension equipment is obtained by calculating the optimal feedback control gain of the system.理想 ;Calculate the compensated force F based on the online time delay compensation method of the execution module. 补偿 This leads to the actual force F exerted by the execution module. 实际 This enables adaptive adjustment of the under-vehicle suspension equipment through active control, thereby further reducing the lateral vibration of the vehicle body. The actuator module can be an electromagnetic actuator, a hydraulic actuator, or a pneumatic actuator; the specific choice can be made based on the actual operating environment and specific parameters of the vehicle.

[0052] A second aspect of the present invention provides a method for implementing the vehicle body lateral vibration control system described in the first aspect, comprising:

[0053] Step 1: Based on the sensor module, test the lateral vibration acceleration of the vehicle body and suspension equipment and the lateral relative displacement of the vehicle body and suspension equipment, and measure the main frequency of the lateral vibration of the vehicle body;

[0054] Step 2: Perform real-time continuous sampling of the lateral vibration acceleration, apply bandpass filtering at 0.5-10Hz, and extract the peak value of the filtered signal;

[0055] Step 3: Determine whether the vehicle body has experienced lateral instability based on the signal peak value;

[0056] Step 4: Make control actions based on the judgment results of Step 3.

[0057] The method for determining whether a vehicle has experienced lateral instability based on signal peak values ​​is to determine whether the acceleration peak value is not less than 6 m / s² for more than N consecutive times. 2 .

[0058] In an embodiment of the present invention, N is 6.

[0059] If the vehicle body does not experience lateral instability, the control module uses the LQR method to control the execution module for active control.

[0060] If the vehicle body experiences lateral instability, it is necessary to determine whether the vehicle body is subjected to harmonic excitation or random excitation. If it is harmonic excitation, the type of instability is determined based on the instability frequency.

[0061] If the instability frequency range is 1-2Hz, the instability type is primary serpentine instability; if the instability frequency range is 3-9Hz, the instability type is secondary serpentine instability.

[0062] The control module calculates the relative velocity between the vehicle body and the suspension equipment based on the lateral relative displacement using differentiation, and outputs the ideal force F exerted by the execution module on the suspension equipment. 理想 ;Calculate the compensated force F according to the online time delay compensation method of the execution module. 补偿 ; and thus the actual force F of the execution module is obtained.实际 This enables active control of the suspended equipment.

[0063] A third aspect of the present invention provides an electronic device including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the method described in the second aspect above.

[0064] In an embodiment of the present invention, an electronic device includes a storage medium, a processor, and a computer program stored in the storage medium and executable by the processor. When executed by the processor, the computer program implements the method described above. The electronic device of this application may include one or more components: a memory, a processor, and one or more application programs, wherein the one or more application programs may be stored in the memory and configured to be executed by one or more processors, and the one or more programs are configured to perform the method as described in the foregoing method embodiments.

[0065] The memory may include random access memory (RAM) or read-only memory (ROM). The memory can be used to store instructions, programs, code, code sets, or instruction sets. The memory may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for implementing at least one function (such as histogram equalization), instructions for implementing the various method embodiments described below, etc. The data storage area may also store data created during the use of the electronic device (such as image matrix data).

[0066] A processor may include one or more processing cores. The processor connects to various parts of the electronic device using various interfaces and lines, and performs various functions and processes data by running or executing instructions, programs, code sets, or instruction sets stored in memory, and by calling data stored in memory. Optionally, the processor may be implemented using at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). The processor may integrate one or more of a Central Processing Unit (CPU) and a modem. The CPU primarily handles the operating system and applications; the modem is used for wireless communication. It is understood that the modem may also be implemented separately as a communication chip, without being integrated into the processor.

[0067] The above description is only a preferred embodiment of the present invention and does not limit the scope of patent protection of the present invention. Any equivalent structural or procedural transformations made based on the content of the present invention specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A method for implementing a car body lateral vibration control system, characterized in that, the car body lateral vibration control system comprises: a sensing module for diagnosing and identifying the lateral excitation of the car body of a railway vehicle in real time and outputting the identification result; a control module for constructing a control strategy according to the identification result of the sensing module; an execution module for executing the action of an actuator according to the control strategy determined by the control module; the lateral excitation includes the lateral vibration acceleration of the car body and the suspension device and the lateral relative displacement of the car body and the suspension device; the sensing module comprises a vibration acceleration sensor arranged on the car body bolster and the suspension device below the car for testing the lateral vibration acceleration of the car body and the suspension device below the car; the sensing module further comprises a laser displacement sensor arranged on the suspension device below the car for detecting the relative displacement of the car body and the suspension device; the method comprises: Step 1: According to the sensing module, the lateral vibration acceleration of the car body and the suspension device and the lateral vibration acceleration of the car body and the suspension device are tested, and the main frequency of the lateral vibration of the car body is measured by FFT and / or S transform method; Step 2: The lateral vibration acceleration is continuously sampled in real time, and is band-pass filtered by 0.5-10Hz, and the peak value of the filtered signal is extracted; Step 3: According to the signal peak value, it is judged whether the car body appears lateral instability; Step 4: According to the judgment result of step 3, the control action is made; if the car body does not appear lateral instability, the control module adopts LQR method to control the execution module to perform active control; if the car body appears lateral instability, it is judged whether the car body is subjected to harmonic excitation or random excitation, if it is harmonic excitation, the instability type is determined according to the instability frequency; if the instability frequency range is 1-2Hz, the instability type is first snake instability, if the instability frequency range is 3-9Hz, the instability type is second snake instability. The control module calculates the relative speed between the vehicle body and the suspension device by differential calculation according to the lateral relative displacement, and outputs an ideal acting force F of the execution module acting on the suspension device 理想 ; According to the online time delay compensation method of the execution module, the compensated force F 补偿 is calculated; and then the actual force F 实际 of the execution module is obtained; and then the active control on the suspension device is realized.

2. The method according to claim 1, characterized in that, The method for determining whether the vehicle body is laterally unstable according to the signal peak value is to determine whether the acceleration peak value is not less than 6 m / s 2 for N times in succession.

3. An electronic device comprising a memory and a processor, characterized in that, the memory stores a computer program, and the processor is configured to run the computer program to execute the method of any one of claims 1-2.

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