列车横向半主动悬挂模糊控制策略研究  

Fuzzy control strategy research about train's lateral semi-active suspension

作　　者：李广军[1] 金炜东[1] 赵景波[2] 

机构地区：[1]西南交通大学电气学院,成都610031 [2]江苏技术师范学院,江苏常州213001

出　　处：《计算机工程与应用》2013年第21期250-254,261,共6页Computer Engineering and Applications

基　　金：国家自然科学基金重点支持项目(No.61134002)

摘　　要：针对17自由度列车横向半主动悬挂,提出以横向振动加速度最大值和均方根值作为评价指标,分析了列车横向悬挂模糊控制策略。列车横向半主动悬挂广泛地采用模糊控制调整阻尼值,减少横向振动,提高横向平稳性。因此,利用simulink建立列车横向悬挂模型,设计模糊控制策略直接法和间接法,进行了仿真。仿真结果显示,由于横移和摇头加速度的相互作用,使得前端横向合成加速度大于后端;通过加速度功率谱密度函数值分析对比,直接法综合控制效果好,好于间接法和被动悬挂控制。To 17-DOF vehicle＇s lateral semi-active suspension model, it is proposed that maximum and root mean square value of lateral acceleration are used to aaalyze lateral semi-active suspension fuzzy control strategy. To reduce lateral vibration and improve lateral stability, fuzzy control is used to adjust damping values in train＇ s semi-active suspension. So train＇ s lateral sus- pension is modeled by simulink. Direct and indirect method of fuzzy control strategy are designed. Simulation is also carried on. Simulation results show that lateral and synthetic acceleration of the front bogie is bigger than the back bogie through interaction between lateral and shaking acceleration; direct method is better than indirect method and passive suspension by analyzing power spectral density of acceleration at the same time.

关 键 词：列车横向半主动悬挂 模糊控制 直接法 间接法 被动悬挂 

分 类 号：U260.11[机械工程—车辆工程]