弹性车体垂向运行平稳性一系最优控制研究  

Vertical ride quality of a flexible car body of railway vehicles with optimal control of primary suspension

作　　者：孙文静[1] 周劲松[1] 宫岛[1] 

机构地区：[1]同济大学铁道与城市轨道交通研究院,上海201804

出　　处：《振动与冲击》2012年第12期150-154,164,共6页Journal of Vibration and Shock

基　　金：科技部科技支撑计划(2009BAG11B02)

摘　　要：采用基于轨道谱及包括轮轴间时延预瞄的最优控制算法,在一系悬挂中加入主动控制,设计其主动控制规律,从降低轨道至车体振动的传递入手,对铁道车辆弹性车体垂向动力学模型进行仿真分析。结果表明:该最优控制算法对车辆系统的振动有较好的抑制作用;可以改善轨道至弹性车体中部的振动加速度传递率,在控制车体刚体振动的同时,也能抑制整车的弹性振动;最优控制算法对车辆系统的1 Hz左右的低频振动、包含人体垂向振动敏感频域(4～8 Hz)的4～10 Hz频率内的振动衰减明显,但对车体高频振动作用不大。并与二系主动悬挂系统比较,发现一系主动悬挂能更有效的控制车体的弹性振动,且抑制的频率范围较宽,车辆运行平稳性更佳,为今后弹性车体减振措施选择提供依据。A vertical dynamic model of railway vehicles with active primary suspension was built,it contained effects of car body flexibility and all vertical rigid modes.The model was simulated and analyzed with the control laws of railway vehicle active suspension designed according to optimal control theory,based on track irregularity spectrum and time delay between wheel axles.The results showed that the optimal control based on track spectrum and time delay between wheel axles is more effective than car body vibration control;the acceleration transmissibility from track to flexible car body center can be reduced with the optimal control,both rigid-body and flexible vibrations can be controlled;low frequency vibration near 1Hz and vibration with frequencies between 4 Hz to 10 Hz of car body can be controlled effectively by the optimal control simultaneously,but there are almost no effects on high frequency vibration,the response frequency range of actuators can be selected accordingly;comparing with active secondary suspension system,vehicles with active primary suspension can control the vibration of flexible car body better and have effects on a wider frequency range so as to provide advices for choosing vibration reduction methods.

关 键 词：铁道车辆 弹性车体 一系主动悬挂 最优控制 运行平稳性 

分 类 号：U270.11[机械工程—车辆工程]