半主动减振器论文：高速列车横向半主动减振器的设计与研究

1、半主动减振器论文：高速列车横向半主动减振器的设计与研究【中文摘要】高速是世界铁路客运的发展方向,也是我国铁路交通提高市场竞争力的主要手段。铁路提速在缩短了城市间运行时间的同时也带来了一系列的问题,其中,车辆的横向振动加剧就是阻碍列车高速运行的主要障碍之一。悬挂系统是影响车辆动力学性能的重要部件,采用能根据车辆运行状态实时调整悬挂参数的半主动悬挂系统是提高车辆运行平稳性、舒适性和安全性的一条有效途径。半主动悬挂利用可变阻尼减振器实时调节阻尼力大小,具有能耗低、安全性好和结构相对简单等优点,近年来受到各国铁道车辆研制人员的密切关注。横向半主动减振器是半主动悬挂系统的关键部件,它能根据车辆的运行状况

2、实时地调节阻尼力,从而改善车辆的横向振动情况。半主动减振器几乎不需要消耗外界能量,又能达到较好的减振效果,安装维护方便,有着广泛的应用前景。本文介绍了铁道车辆横向半主动减振器的控制策略和对车辆横向振动的控制原理,确定了半主动减振器的结构方案,具体阐述了横向半主动减振器的结构及其工作原理,并作了各种工作状态下的理论分析。根据铁道车辆半主动悬挂系统的要求,完成了横向半主动减振器的结构设计,并运用三维造型软件Pro/ENGINEER对其进行实体造型设计。运用系统工程高级建模与仿真软件AMESim对半主动减振器的液压系统进行仿真分析,验证了液压系统设计和理论分析的正确性。利用虚拟样机软件之间的接口建立

3、起多领域联合仿真平台,在ADAMS/Rail、AMESim和Simulink软件中分别建立铁道车辆的动力学仿真模型、半主动减振器的液压系统模型和控制系统模型,最后进行多领域联合仿真分析。通过仿真分析研究了半主动减振器对车体和转向架横向振动情况的影响,并与被动减振器进行对比分析。同时,还分析了车辆在半主动减振器失效保护状态下运行的动力学性能。仿真结果表明：半主动减振器能有效衰减车体的横向振动,改善列车的乘坐舒适性,此外,半主动减振器还具有良好的失效导向安全性,可在控制系统失效时保证列车运行稳定性基本指标达到要求,确保列车运行的安全性。【英文摘要】High-speed train is the d

4、evelopment tendency of railway passenger transport in the world, and it is also the main method to improve the market competitiveness of Chinese railway transport. Railway acceleration has brought a series of problems while shortening the travel time between cities. Among them, the severe lateral vi

5、bration is one of the main obstacles to high-speed train. Suspension system plays a critical role in improving the dynamic performance of railway vehicles. It is effective to adopt the semi-active suspension system which can make real-time adjustment of parameters according to the running condition

6、of railway vehicle to improve the running stability, comfort and safety of the train. The semi-active suspension using damper with variable damping force has many advantages such as low energy consumption, good safety and relatively simpler structure. In recent years, it has aroused the great concer

7、n of the railway vehicle development personnel.Semi-active lateral damper is the key component of semi-active suspension system. It can adjust the damping force according to the running condition of railway vehicle, thus improving the lateral vibration condition of railway vehicle. The semi-active d

8、amper needs little external energy. Besides, the good effect of vibration isolation and its easy installation and maintenance lead to its wide application prospects.The control strategies of semi-active lateral damper on railway vehicle and its control principle of lateral vibration in lateral direc

9、tion were addressed, and the structure scheme of semi-active damper was designed. The structure and working principle of semi-active lateral damper were elaborated specifically, and the theoretical analysis was done in all kinds of work conditions. The structure of semi-active lateral damper was des

10、igned according to the requirements of semi-active suspension system on railway vehicle. And its solid model was accomplished by using the three-dimensional modeling software Pro/ENGINEER.The hydraulic system of semi-active damper was simulated and analyzed by using the Advanced Modeling Environment

11、 for Simulation of engineering systems (AMESim), the design and theoretical analysis of hydraulic system was proved to be correct.The multi-field co-simulation platform was established by using interfaces between virtual prototyping software, the dynamic simulation model of railway vehicle. The mode

12、l of hydraulic system and control system of semi-active damper were established in ADAMS/Rail, AMESim and Simulink respectively. At last, the multi-field co-simulation and analysis were accomplished. The influence of semi-active damper on the lateral vibration of car body and bogie was studied by wa

13、y of simulation and analysis, and the results were compared with passive damper. At the same time, the dynamic performance of running vehicle whose semi-active damper failed was studied. The results show that the semi-active damper has ability to weaken the lateral vibration of the car body and impr

14、ove the riding comfort of the train. In addition, it has good guiding performance in failure state, which ensure the safety of the running train whose basic indexes of stability can be guaranteed when the control system fails.This paper is funded by the national 863 reseach project “EMU Elastic Comp

15、onents for Reducing Vibration and Noise” (2008AA030706).【关键词】半主动减振器 悬挂系统 联合仿真 天棚控制【英文关键词】semi-active damper suspension system co-simulation skyhook control【目录】高速列车横向半主动减振器的设计与研究摘要6-7Abstract7-8第1章 绪论12-211.1 论文的选题背景12-131.2 铁道车辆的悬挂方式13-141.2.1 被动悬挂131.2.2 主动悬挂13-141.2.3 半主动悬挂141.2.4 三种类型悬挂系统的比较141.3

16、 半主动悬挂的控制策略14-171.4 半主动减振器的研究概况17-201.4.1 国外半主动减振器的研究及发展现状18-191.4.2 国内半主动减振器的研究及发展现状19-201.5 本论文的主要工作20-21第2章 铁道车辆横向半主动控制原理21-262.1 横向半主动悬挂系统的配置212.2 天棚阻尼控制原理21-232.3 改进型天棚阻尼控制23-242.4 模糊控制器24-252.5 本章小结25-26第3章 半主动减振器的方案及结构设计26-453.1 阀控式半主动减振器的原理26-303.1.1 结构原理26-283.1.2 工作原理28-303.2 电液反比例溢流阀30-32

17、3.3 模糊控制器的设计32-353.4 半主动减振器的理论分析35-393.4.1 失效保护状态下的理论推导35-383.4.2 半主动状态下的理论推导38-393.5 半主动减振器的结构设计39-423.6 半主动减振器的结构有限元分析42-443.7 本章小结44-45第4章 半主动减振器的建模与仿真45-544.1 AMESim软件简介454.2 AMESim的使用45-484.3 半主动减振器的AMESim建模与仿真分析48-534.3.1 电磁阀3的AMESim模型48-494.3.2 半主动减振器的AMESim模型49-504.3.3 仿真分析50-534.4 本章小结53-54

18、第5章 联合仿真建模54-655.1 联合仿真的方式545.2 软件的环境设置54-555.2.1 ADAMS/Rail与AMESim的接口设置54-555.2.2 AMESim与Simulink的接口设置555.3 联合仿真的原理55-575.4 联合仿真的步骤57-585.4.1 ADAMS/Rail中建立整车动力学模型575.4.2 联合仿真相关文件的输出575.4.3 建立系统的AMESim模型575.4.4 建立控制系统模型575.4.5 进行联合仿真57-585.5 联合仿真模型的建立58-645.5.1 建立整车动力学模型58-605.5.2 ADAMS/Rail模型文件的输出60-615.5.3 车辆运行仿真工况的设置61-625.5.4 建立AMESim模型62-635.5.5 建立控制系统模型63-645.5.6 进行联合仿真645.6 本章小结64-65第6章 联合仿真的结果分析65-826.1 车