Electric locomotive body stabilizing system

Abstract

The invention provides an electric locomotive body stabilizing system, and belongs to the technical field of electric locomotives, the electric locomotive body stabilizing system comprises a sensor unit, a control unit and an execution unit, the sensor unit is responsible for monitoring and acquiring various motion parameters of a locomotive in real time, and providing data support for the control unit; and the control unit is responsible for receiving data acquired by the sensor unit, processing and analyzing the data, and then sending a control instruction to adjust the action of the execution unit. According to the electric locomotive body stabilizing system, snaking motion and side rolling vibration of a locomotive body are effectively restrained through the active transverse shock absorber and the anti-snaking damper, the transverse stability is improved, meanwhile, the relative displacement and wheel-rail contact force of the bogie and the locomotive body are monitored in real time through the displacement sensor and the wheel-rail force sensor, and the stability of the locomotive body is improved. The damping coefficient of the shock absorber is dynamically adjusted through a self-adaptive fuzzy PID controller, the secondary suspension rigidity is dynamically adjusted in combination with an air spring pressure adjusting system, and vertical impact is relieved.

Description

Technical Field

[0001] This application relates to the field of electric locomotive technology, and in particular to an electric locomotive vehicle stability system. Background Technology

[0002] The HXD1 electric locomotive, a high-power AC drive freight locomotive, plays a crucial role in my country's main railway transportation. Its powerful traction and stable operating performance make it the preferred choice for long-distance freight and heavy-haul transport. However, in actual operation, railway tracks inevitably experience unevenness due to long-term use, environmental changes, and maintenance conditions. These unevennesses cause vertical and lateral vibrations in the locomotive during operation, adversely affecting its stability and passenger comfort. Simultaneously, dynamic changes in wheel-rail contact, such as the contact between the wheel flange and the track side, and the guiding effect of the wheelset on curved tracks, increase the locomotive's lateral forces and yaw motion, further affecting its stability. Furthermore, in open areas or at high speeds, crosswinds and other environmental factors also threaten the locomotive's operational stability. In strong winds, crosswinds exert lateral forces on the locomotive, causing yaw motion, and in severe cases, even derailment.

[0003] To address the aforementioned issues, existing technologies primarily employ passive suspension systems or simple active vibration reduction measures. Passive suspension systems, such as combinations of springs and dampers, can absorb and isolate vibrations to some extent, but their damping effect is limited by preset parameters, making them difficult to adapt to complex and changing operating conditions. Simple active vibration reduction measures, such as vibration reduction systems based on fixed PID control algorithms, while achieving a degree of active adjustment, often exhibit problems like dynamic response lag and insufficient control precision when facing rapidly changing vibration environments, making precise control difficult. The limitations of existing technologies are particularly evident when dealing with low-frequency zigzag motion and high-frequency impact vibrations, failing to simultaneously meet the stability and comfort requirements of locomotives under different operating conditions. Summary of the Invention

[0004] This application is made in view of the above-mentioned problems, and its purpose is to provide an electric locomotive vehicle stability system to solve the problems mentioned in the background art. To achieve the above objectives, the present invention provides the following technical solution: an electric locomotive vehicle stability system, comprising a sensor unit, a control unit, and an execution unit, wherein the sensor unit is the data acquisition part of the vehicle stability system, responsible for real-time monitoring and acquisition of various motion parameters of the locomotive, providing accurate data support for the control unit; The control unit is the core of the vehicle stability system. It is responsible for receiving data collected by the sensor unit, processing and analyzing it, and then issuing control commands to adjust the actions of the execution unit. The actuator is the action part of the vehicle stability system, responsible for performing specific damping and stabilization operations according to the instructions of the control unit.

[0005] Furthermore, the sensor unit specifically includes the following types of sensors: Gyroscope: Installed in key parts of the locomotive body, it monitors the shape of the vehicle body in real time, including parameters such as turning angle, tilt angle, downhill slope, and uphill slope, providing the control unit with spatial attitude information of the vehicle body; Inertial Measurement Unit (IMU): Works in conjunction with the gyroscope to monitor parameters such as vehicle acceleration, lateral, vertical, and yaw rate in real time, providing dynamic motion information of the vehicle and helping the control unit identify vibration type and amplitude; Displacement sensor: Located between the bogie and the car body, it detects the relative displacement between the two, reflects the relative motion state between the car body and the bogie, and provides a basis for controlling lateral vibration; Wheel-rail force sensor: Installed at the wheel-rail contact point, it measures the wheel-rail contact force, assesses the risk of derailment, monitors the interaction force between the wheel and rail in real time, and ensures the safety of locomotive operation.

[0006] Furthermore, the control unit includes the following modules: Adaptive fuzzy PID controller: dynamically adjusts control parameters based on vibration frequency and amplitude; by adjusting PID control parameters in real time, the system can adapt to different operating conditions and vibration characteristics, improving control accuracy and response speed; Prediction algorithm module: Based on track data, predict vibration trends and adjust actuator output in advance; by predicting future vibration conditions, take control measures in advance to reduce the impact of vibration on the vehicle body.

[0007] Furthermore, the control logic of the adaptive fuzzy PID controller is as follows: Input variable definition: Vibration frequency and amplitude are used as input variables for the controller, where vibration frequency reflects the speed of vibration and vibration amplitude reflects the strength of vibration. Fuzzification processing: The input variables are fuzzified and converted into fuzzy linguistic variables, such as low frequency, high frequency, small amplitude, large amplitude, etc., and the corresponding membership functions are defined. Rule base construction: Based on expert experience and actual control needs, a fuzzy control rule base is constructed. Defuzzification and parameter adjustment: Fuzzy inference is performed based on the fuzzy values ​​of the input variables and the rule base to obtain the fuzzy adjustment amount of the PID parameters. Then, the fuzzy adjustment amount is converted into an accurate value through defuzzification methods (such as the centroid method, the maximum membership method, etc.), and the parameters of the PID controller are adjusted accordingly.

[0008] Furthermore, the rule base contains adjustment rules for PID parameters (proportional coefficient Kp, integral coefficient Ki, and derivative coefficient Kd) for different combinations of vibration frequencies and amplitudes, as detailed below: For vibrations with high frequency and large amplitude, increase Kp to respond quickly and suppress vibrations, while decreasing Ki to avoid integral saturation and increasing Kd to improve system stability. For vibrations with high frequency and small amplitude, increase Kp to improve the system's response speed to high-frequency, small-amplitude vibrations, while maintaining or appropriately reducing Ki to prevent the integral term from accumulating too quickly, and increase Kd to use the predictive effect of the differential term to suppress vibrations in advance and enhance system stability. For vibrations with low frequency and small amplitude, reduce Kp to avoid over-adjustment, while maintaining or appropriately increasing Ki to eliminate static error. The adjustment of Kd should be handled flexibly according to the system response. For vibrations with low frequency and large amplitude, significantly increase Kp to quickly respond and effectively suppress large-amplitude low-frequency vibrations, while decreasing Ki or keeping it at a low value to prevent excessive accumulation of integral terms under low-frequency vibrations, which would lead to system overshoot. Increase Kd to use differential terms to improve the dynamic response of the system and reduce the duration of vibrations. For vibrations with moderate frequency and amplitude, Kp can be adjusted appropriately, slightly increasing or decreasing according to the actual response of the system, to find the optimal balance point. At the same time, Ki should be kept at a moderate level to eliminate static errors without causing system instability. Kd can be increased appropriately to improve the damping ratio of the system and reduce oscillations during vibration. For vibration frequency to increase while amplitude gradually decreases (i.e., dynamic changes in vibration characteristics): Initially, for low-frequency large-amplitude vibrations, a higher Kp and lower Ki and Kd are set; As the vibration frequency increases and the amplitude decreases, gradually decrease Kp, maintain or appropriately decrease Ki, and at the same time increase Kd according to the system response to adapt to the changes in vibration characteristics; For vibration frequency that decreases gradually while amplitude increases (another dynamic change in vibration characteristics): Initially, for high-frequency, small-amplitude vibrations, set an appropriate Kp, a low Ki, and a high Kd; As the vibration frequency decreases and the amplitude increases, Kp is gradually increased to cope with large vibrations, while Ki is decreased to prevent integral saturation. Kd is adjusted according to the system stability requirements.

[0009] Furthermore, the control unit controls the damping coefficient of the vehicle's shock absorber (the shock absorber has a third oil chamber, and the damping coefficient is adjusted by controlling the amount of oil in the oil chamber) by issuing control commands to mitigate the impact of the vehicle in three directions; for example, when a large vertical vibration is detected in the vehicle, the system controls the vertical damping coefficient of the shock absorber to reduce the impact of the vibration on the passenger compartment.

[0010] Furthermore, the execution unit includes the following devices: Active lateral damper: The lateral damping force is adjusted by an electro-hydraulic servo valve. When the vehicle body generates lateral vibration, it provides a counterforce to counteract the vibration and maintain the lateral stability of the vehicle body. Air spring pressure adjustment system: dynamically adjusts the stiffness of the secondary suspension by adjusting the air spring pressure to change the stiffness of the suspension system to adapt to different operating conditions and vibration characteristics; Anti-hunting damper: suppresses high-speed hunting oscillations, prevents the locomotive body from hunting during high-speed operation, and improves the smoothness and safety of operation.

[0011] Furthermore, the control method for the electric locomotive body stability system is as follows: S1. Data Acquisition: The locomotive's motion parameters are acquired in real time through sensor units deployed at key parts of the vehicle body, and the acquired data is transmitted back to the control unit in real time. S2, Pattern Recognition: The control unit extracts features from real-time data, including key features such as vibration frequency, amplitude, and phase, and classifies vibration types based on the extracted vibration features using pattern recognition algorithms (such as support vector machines, neural networks, etc.). S3. Multi-objective optimization control: Based on the results of pattern recognition, different control theories and methods are used to optimize the control of the locomotive's lateral and vertical vibrations. S4. Feedback and Correction: By comparing the predicted values ​​with the actual vibration in real time, the control strategy is adjusted to ensure continuous optimization of the control effect.

[0012] Furthermore, in step S2, the vibration type classification mainly distinguishes between two modes: low-frequency serpentine motion and high-frequency impact vibration. Low-frequency serpentine motion is usually related to the stability problem of locomotives running at high speed, while high-frequency impact vibration is mostly caused by track irregularities. The low-frequency serpentine vibration manifests as the periodic swaying of the vehicle body along the track direction. Identification operation: The system identifies the characteristic frequency and amplitude of the low-frequency serpentine vibration by analyzing the angular velocity and acceleration data collected by the gyroscope and IMU. The high-frequency impact vibration manifests as rapid and severe vibration of the vehicle body in the vertical or lateral direction. Identification operation: The system identifies the characteristics of high-frequency impact vibration by analyzing the data collected by displacement sensors and wheel-rail force sensors.

[0013] Furthermore, in step S3, the control strategies for lateral and vertical vibrations are as follows: The H∞ control theory is preferred for lateral vibration. The H∞ control theory can minimize the impact of external disturbances on system performance while ensuring system stability, thereby effectively suppressing the snagging motion and roll vibration of the vehicle body. The control strategy is implemented as follows: the system uses an adaptive fuzzy PID controller to dynamically adjust the control parameters according to the vibration frequency and amplitude. At the same time, it combines an active lateral damper and an anti-snagging damper, and adjusts the lateral damping force through an electro-hydraulic servo valve to output a counterforce to counteract the lateral vibration. Vertical vibration is optimized by using LQR (Linear Quadrature Regulator). LQR control theory can minimize control energy consumption while ensuring system stability, thereby effectively reducing vertical vibration caused by track irregularities. Control strategy implementation: The system dynamically adjusts the stiffness of the secondary suspension through the air spring pressure adjustment system. When a large vertical vibration is detected in the vehicle, the system controls the vertical damping coefficient of the shock absorber to reduce the impact of vibration on the car body.

[0014] Compared with the prior art, the present invention has the following beneficial effects: 1. This system effectively suppresses car body hunting motion and roll vibration through active lateral dampers and anti-hunting dampers, improving lateral stability. At the same time, displacement sensors and wheel-rail force sensors monitor the relative displacement between the bogie and the car body and the wheel-rail contact force in real time. An adaptive fuzzy PID controller dynamically adjusts the damper damping coefficient, and an air spring pressure adjustment system dynamically adjusts the secondary suspension stiffness to mitigate vertical impact. This reduces vertical vibration caused by track irregularities, reduces impact on the wheel and rail, and extends wheel and rail life.

[0015] 2. The prediction algorithm module of this system predicts vibration trends based on track data to adjust actuator outputs in advance. Combined with multi-objective optimization control, lateral vibration is controlled using H∞ control theory to ensure stability, while vertical vibration is optimized using LQR energy distribution. The system compares predicted values ​​with actual vibrations in real time and dynamically corrects the control strategy through a feedback mechanism, achieving dynamic response optimization and enabling the locomotive to adapt to changing operating conditions. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this drawing or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this drawing. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0017] Figure 1This is a functional framework diagram of an electric locomotive body stability system according to the present invention.

[0018] The purpose, features, and advantages of this accompanying drawing will be further explained in conjunction with the embodiments and with reference to the accompanying drawing. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this application clearer, the following description and illustration are provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application. All other embodiments obtained by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application.

[0020] Obviously, the following description is merely some examples or embodiments of this application. Those skilled in the art can apply this application to other similar scenarios without any inventive effort. Furthermore, it is understood that although the effort involved in such development may be complex and lengthy, for those skilled in the art related to the content disclosed in this application, any changes to design, manufacturing, or production based on the technical content disclosed in this application are merely conventional technical means and should not be construed as insufficient disclosure of the content of this application.

[0021] Unless otherwise specified, the terms "comprising" and "including" as used in this application can be open-ended or closed-ended. For example, "comprising" and "including" can mean that other components not listed may also be included, or that only the listed components may be included.

[0022] Unless otherwise specified, the term "or" is inclusive in this application. For example, the phrase "A or B" means "A, B, or both A and B". More specifically, the condition "A or B" is satisfied by any of the following conditions: A is true (or exists) and B is false (or does not exist); A is false (or does not exist) and B is true (or exists); or both A and B are true (or exist).

[0023] Terminology explanation: such as Figure 1 As shown, an electric locomotive body stability system includes adaptive damping control, an active lateral stabilization device, and fault redundancy design. 1) Adaptive damping control: Anti-hunting vibration damper: It adopts magnetorheological fluid technology, and the damping coefficient can be steplessly adjusted in the range of 50-5000 N·s / m, and the adjustment process is smooth and shock-free. At the same time, by optimizing the magnetorheological fluid formula and electromagnetic control circuit design, the response time of damping coefficient adjustment is ensured to be <10 ms, so as to quickly respond to the dynamic changes in locomotive operation.

[0024] Control strategy: Based on Lyapunov stability theory, a nonlinear controller is designed. This controller can dynamically adjust control parameters according to the real-time operating status of the locomotive (including speed, axle load, track conditions, etc.) to ensure the stability of the car body under various operating conditions.

[0025] For different axle loads (such as 25t and 30t) and track conditions (such as straight lines, curves, and slopes), multiple sets of control parameter libraries are preset, and the optimal parameter set is automatically switched through pattern recognition technology.

[0026] 2) Active lateral stabilization device: Actuator Arrangement: An electro-hydraulic servo actuator is installed between the bogie and the car body to output a counterforce to counteract lateral vibration. In this embodiment, a high-precision, high-response electro-hydraulic servo actuator is selected, whose output force range must meet the locomotive's lateral stability requirements, while also having overload protection.

[0027] Control Logic: The system monitors the vehicle's lateral vibration signals in real time and uses algorithms to determine whether actuator activation is necessary. Actuators are only activated to output a counterforce when continuous or strong serpentine motion is detected, minimizing unnecessary energy consumption. The magnitude and direction of the actuator output force are dynamically adjusted based on real-time feedback from the vibration signals to ensure optimal lateral stability.

[0028] Energy consumption optimization: An intelligent energy consumption management system is introduced to dynamically adjust the working mode and output power of the actuators according to the locomotive's operating status and vibration conditions, so as to achieve the best balance between energy consumption and stability performance.

[0029] When the locomotive is running at low speed or with minimal vibration, the operating frequency or output force of the actuators is automatically reduced to decrease energy consumption.

[0030] 3) Fault redundancy design: I. Sensor redundancy: Dual IMU configuration: Two independent inertial measurement units (IMUs) are installed in key parts of the locomotive, serving as backups for each other, ensuring that the system can automatically switch to the other IMU to continue working if one IMU fails.

[0031] Redundancy verification mechanism: A redundancy verification algorithm is designed to compare the measurement data of the two IMUs in real time. When the data difference exceeds the preset threshold, the system issues an alarm and automatically switches to the backup IMU.

[0032] II. Redundancy and Security Locking of Actuators: Actuator Backup: For critical actuators (such as shock absorbers, air spring pressure regulation systems, etc.), consider designing backup actuators so that they can be quickly switched to the backup actuator to continue working when the main actuator fails.

[0033] Safety locking mechanism: When the actuator fails and cannot be restored immediately, the system automatically locks the damping to a preset safety value (such as 2000 N·s / m) to prevent excessive vibration or instability of the vehicle body.

[0034] Fault Diagnosis and Recording: A fault diagnosis system is introduced to monitor the operating status of the actuators in real time and record fault information for subsequent analysis and maintenance. Simultaneously, fault information is transmitted to the ground maintenance center via remote communication technology, enabling remote monitoring and fault early warning.

[0035] It should be noted that this application is not limited to the above-described embodiments. The above embodiments are merely examples, and any embodiments with the same structure and effect as the technical concept within the scope of this application are included in the technical scope of this application. Furthermore, various modifications that can be conceived by those skilled in the art to the embodiments, and other ways of constructing by combining some of the constituent elements of the embodiments, without departing from the spirit of this application, are also included in the scope of this application.

Claims

1. A vehicle stability system for an electric locomotive, comprising a sensor unit, a control unit, and an execution unit, characterized in that: The sensor unit is responsible for real-time monitoring and acquisition of various motion parameters of the locomotive, providing data support for the control unit; The control unit is responsible for receiving data collected by the sensor unit, processing and analyzing it, and then issuing control commands to adjust the actions of the execution unit. The execution unit is responsible for performing specific vibration reduction and stabilization operations according to the instructions of the control unit.

2. The electric locomotive body stability system according to claim 1, characterized in that, The sensor unit specifically includes the following types of sensors: Gyroscope: Real-time monitoring of vehicle shape, including turning angle, tilt angle, downhill slope, and uphill slope, providing the control unit with spatial attitude information of the vehicle body; Inertial Measurement Unit: Works in conjunction with the gyroscope to monitor the vehicle's acceleration, lateral, vertical, and yaw rates in real time, providing dynamic motion information of the vehicle. Displacement sensor: detects the relative displacement between the bogie and the car body, reflecting the relative motion state between the car body and the bogie; Wheel-rail force sensor: measures wheel-rail contact force, assesses derailment risk, and monitors wheel-rail interaction force in real time.

3. The electric locomotive body stability system according to claim 1, characterized in that, The control unit includes the following modules: Adaptive fuzzy PID controller: dynamically adjusts control parameters based on vibration frequency and amplitude; Prediction algorithm module: Predicts vibration trends based on track data and adjusts actuator output in advance.

4. The electric locomotive body stability system according to claim 3, characterized in that, The control logic of the adaptive fuzzy PID controller is as follows: Input variable definition: Vibration frequency and amplitude are used as input variables for the controller, where vibration frequency reflects the speed of vibration and vibration amplitude reflects the strength of vibration. Fuzzification: The input variables are fuzzified to convert them into fuzzy linguistic variables, and the corresponding membership functions are defined. Rule base construction: Based on expert experience and actual control needs, a fuzzy control rule base is constructed. Defuzzification and parameter adjustment: Fuzzy inference is performed based on the fuzzy values ​​of the input variables and the rule base to obtain the fuzzy adjustment amount of the PID parameters. Then, the fuzzy adjustment amount is converted into an accurate value through the defuzzification method, and the parameters of the PID controller are adjusted accordingly.

5. The electric locomotive body stability system according to claim 4, characterized in that, The rule base contains adjustment rules for PID parameters for different combinations of vibration frequency and amplitude, as follows: For vibrations with high frequency and large amplitude, increase Kp, while decreasing Ki and increasing Kd. For vibrations with high frequency and small amplitude, increase Kp while maintaining or appropriately decreasing Ki and increasing Kd. For vibrations with low frequency and small amplitude, decrease Kp while maintaining or appropriately increasing Ki. The adjustment of Kd should be handled flexibly according to the system response. For vibrations with low frequency and large amplitude, significantly increase Kp while decreasing Ki or keeping it at a low value and increasing Kd. For vibrations with moderate frequency and amplitude, adjust Kp appropriately while keeping Ki at a moderate level and increasing Kd appropriately. For vibration frequencies that increase from low to high and amplitudes that decrease gradually: initially, for low-frequency large-amplitude vibrations, set a higher Kp and lower Ki and Kd; as the vibration frequency increases and the amplitude decreases, gradually decrease Kp, maintain or appropriately decrease Ki, and increase Kd according to the system response. For vibration frequencies that decrease gradually while amplitudes increase: initially, for high-frequency, small-amplitude vibrations, set an appropriate Kp, a relatively low Ki, and a relatively high Kd; as the vibration frequency decreases and the amplitude increases, gradually increase Kp while decreasing Ki, and adjust Kd according to the system stability requirements.

6. The electric locomotive body stability system according to claim 1, characterized in that, The control unit controls the damping coefficient of the vehicle's shock absorbers by issuing control commands to mitigate impacts on the vehicle in three directions.

7. The electric locomotive body stability system according to claim 1, characterized in that, The execution unit includes the following devices: Active lateral damper: The lateral damping force is adjusted via an electro-hydraulic servo valve; Air spring pressure adjustment system: dynamically adjusts the stiffness of the secondary suspension; Anti-hunting damper: suppresses high-speed hunting oscillations.

8. A vehicle stability system for an electric locomotive according to any one of claims 1-7, characterized in that, The control method for the electric locomotive body stability system is as follows: S1. Data Acquisition: The locomotive's motion parameters are acquired in real time through sensor units located at key parts of the vehicle body, and the acquired data is transmitted back to the control unit in real time. S2, Pattern Recognition: The control unit extracts features from real-time data, including vibration frequency, amplitude, and phase, and classifies vibration types based on the extracted vibration features using a pattern recognition algorithm; S3. Multi-objective optimization control: Based on the results of pattern recognition, different control theories and methods are used to optimize the control of the locomotive's lateral and vertical vibrations. S4. Feedback and Correction: Adjust the control strategy by comparing the predicted values ​​with the actual vibration in real time.

9. The electric locomotive body stability system according to claim 8, characterized in that, In step S2, the vibration type classification mainly distinguishes between two modes: low-frequency serpentine motion and high-frequency impact vibration. The low-frequency serpentine vibration manifests as the periodic swaying of the vehicle body along the track direction. Identification operation: The system identifies the characteristic frequency and amplitude of the low-frequency serpentine vibration by analyzing the angular velocity and acceleration data collected by the gyroscope and IMU. The high-frequency impact vibration manifests as rapid and severe vibration of the vehicle body in the vertical or lateral direction. Identification operation: The system identifies the characteristics of high-frequency impact vibration by analyzing the data collected by displacement sensors and wheel-rail force sensors.

10. A vehicle stability system for an electric locomotive according to claim 8, characterized in that, In step S3, the control strategies for lateral vibration and vertical vibration are as follows: The lateral vibration is preferentially controlled by H∞ control theory. The control strategy is implemented as follows: the system uses an adaptive fuzzy PID controller to dynamically adjust the control parameters according to the vibration frequency and amplitude. At the same time, it combines an active lateral damper and an anti-hunting damper, and adjusts the lateral damping force through an electro-hydraulic servo valve to output a counterforce to counteract the lateral vibration. Vertical vibration is controlled by LQR-optimized energy distribution and control strategy: The system dynamically adjusts the stiffness of the secondary suspension through the air spring pressure adjustment system. When the vehicle is detected to have large vertical vibration, the system controls the vertical damping coefficient of the shock absorber to reduce the impact of vibration on the passenger compartment.

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