CN114537460B - Intelligent vibration damping cooperative system applied to high-speed train and control method thereof - Google Patents
Intelligent vibration damping cooperative system applied to high-speed train and control method thereof Download PDFInfo
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- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
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Abstract
The invention relates to an intelligent vibration damping cooperative system applied to a high-speed train and a control method thereof, belonging to the technical field of rail train control, comprising vibration damping units, wherein the vibration damping units are respectively arranged on each carriage, the system is characterized by also comprising an induction unit and a cooperative controller, the induction unit comprises an inclination angle sensor and a speed sensor, the induction unit is used for detecting the inclination of the train and the speed of the train, the output end of the induction unit is connected with the signal input end of the cooperative controller, a time delay module is arranged between each carriage, the time delay module is used for adjusting the damping coefficient output by the vibration damping unit of each carriage according to the time difference when each carriage of the train passes through the same point, the wheel state can be actively adjusted to adapt to the rail according to the actual situation of the railway, and the acting force between the rail and the wheel when the motion state is changed is reduced, the service life of the wheels and the rails is prolonged, and the comfort and the running safety stability of the train are improved.
Description
Technical Field
The invention belongs to the technical field of rail train control, relates to a cooperative system and a control method thereof, and particularly relates to a multi-intelligent-shock-absorber cooperative system applied to a train and a control method thereof.
Background
The rail transit has the advantages of large transportation capacity, high efficiency, convenience in riding and the like, and the problem of urban traffic jam is greatly solved; the rail transit train mainly refers to a type of transportation vehicles which need to run on a specific rail. The train operation control system is a technical device for supervising, controlling and adjusting the states of the train operation speed, the braking mode and the like according to objective conditions and actual conditions on a train operation line. The existing train operation control system comprises a train control and management system and a vehicle-mounted control system.
When the train turns, the conventional secondary transverse shock absorber and the anti-snake shock absorber are needed to ensure that the counterforce of the train and the track is reduced, and the service life of the train and the track is prolonged, but the conventional secondary transverse shock absorber and the anti-snake shock absorber act as passive action and generate corresponding deformation after receiving the acting force of the track.
Disclosure of Invention
The invention provides a cooperative system of a plurality of intelligent shock absorbers applied to a train and a control method thereof, which can actively adjust the wheel state by cooperatively controlling the shock absorbers in different states according to the actual situation of the railway, reduce the lateral acting force between a rail and the wheels when the motion state of the train is changed, prolong the service life of the wheels and the rail, and improve the train dynamics performances such as the comfort, the running safety, the stability and the like of the train.
The technical scheme of the invention is as follows:
the utility model provides an intelligent damping cooperative system for high speed train, includes the damping unit, the damping unit sets up respectively at every carriage, still includes induction element and cooperative control ware, induction element includes inclination sensor and speedtransmitter, induction element is used for detecting train gradient and train speed, induction element's output is connected the signal input part of cooperative control ware is provided with the time delay module between every carriage, the time delay module is used for adjusting the damping coefficient that the damping unit in every carriage exported according to every carriage of train through the time difference when same point.
As a further optimization of the scheme, the sensing unit comprises a first inclination angle sensor, a second inclination angle sensor and a speed sensor which are arranged on the head car,
the first inclination angle sensor is arranged on the vehicle body and used for measuring the side roll angle of the vehicle body;
the second tilt angle sensor is arranged on the front bogie frame and is used for measuring the side roll angle of the frame;
the speed sensor is used for detecting the running speed of the train.
As a further optimization of the present solution, the damping unit includes a transverse damper and an anti-snake damper, and the cooperative controller is in signal connection with the transverse damper and the anti-snake damper.
An intelligent vibration damping cooperative control method applied to a high-speed train is based on an intelligent vibration damping cooperative system applied to the high-speed train and comprises a preprocessing step and an application step, wherein the preprocessing step comprises the following steps:
s1-1, linearizing damping data to obtain a damping coefficient range output by a transverse shock absorber and an anti-snake-shaped shock absorber and a corresponding relation between input current and output damping coefficient of the transverse shock absorber and the anti-snake-shaped shock absorber, and adjusting threshold values of control current output to the transverse shock absorber and the anti-snake-shaped shock absorber by a cooperative controller, so that the control current output by the cooperative controller is linearly aligned with the damping coefficient output by the transverse shock absorber and the anti-snake-shaped shock absorber;
and S1-2, a data correction step, which comprises the steps of setting a speed threshold value when the train moves at a constant speed, dividing the speed of the train into a plurality of equal difference average speed values according to the speed threshold value, and respectively carrying out damping coefficient linearization processing on the vibration damping units under each equal difference average speed value state to ensure that the damping coefficient of constant speed running under each speed corresponds to the middle value of the control current threshold value.
As a further optimization of the scheme, the application step comprises a state judgment step, a time difference adjustment step and a vibration reduction step:
the S2-1 state judgment step comprises the steps of judging the speed and the over-bending condition of the train according to the movement speed and the inclination degree of the train;
s2-2, the time difference adjusting step comprises the steps of calculating the time for each carriage to bend;
s2-3, controlling the vibration damping unit to adapt to the current motion state by the cooperative controller according to the acquisition quantities of the first tilt sensor, the second tilt sensor and the speed sensor.
As a further optimization of the scheme, the state judgment step comprises the steps that judgment data are stored in the cooperative controller, the range of a vehicle side roll angle threshold and a framework side roll angle threshold of the inclination is judged according to the vehicle side roll angle and the framework side roll angle, and the train over-bending condition is calibrated;
the first inclination angle sensor collects a vehicle body roll angle, the second inclination angle sensor collects a framework roll angle, the speed sensor collects the running speed and acceleration information of the vehicle body, the cooperative controller processes the vehicle body roll angle, the framework roll angle, the speed and the acceleration information, and compares the vehicle body roll angle, the framework roll angle and the acceleration information with the speed threshold, the vehicle body roll angle threshold and the framework roll angle threshold to judge the running state of the train.
As a further optimization of the scheme, the time difference adjusting step includes that the cooperative controller calculates the time difference relationship when each carriage passes through the same position by means of the carriage length, the carriage distance and the train running speed, so as to calculate the inclination condition of each carriage according to the result of the sensing unit at the locomotive, the input end of the vibration damping unit of each vehicle is provided with a time delay module, the cooperative controller sends the calculated time difference of each train to the time delay module, and the control signal is input to each vibration damping unit through the time delay module.
As a further optimization of the scheme, the step of damping includes calling a genetic algorithm gamultiobj model, establishing a relational expression of the train derailment coefficient, the axle transverse force, the abrasion power and the damping coefficient required to be provided by the shock absorber by means of the genetic algorithm gamultiobj model, and setting a damping coefficient threshold range output by the shock absorption unit by using the train derailment coefficient, the axle transverse force and the abrasion power as indexes.
As a further optimization of the scheme, in the state judgment step, when the speed is between 200km/h and 220km/h, the acquisition value of the first inclination angle sensor is recorded as q1The acquisition value of the second tilt sensor is q2When q is1<0.4 DEG and q2<When the temperature is 0.4 ℃, judging that the running state of the train is straight;
when q is1>0.4 DEG and q2>And when the temperature is 0.4 degrees, judging that the running state of the train is the overbending.
The working principle and the beneficial effects of the invention are as follows:
the damping coefficient when the train passes through a curve is different from the damping coefficient when the train runs in a straight line. Therefore, the train needs to identify whether the train is in a straight line working condition or a curve working condition, so that different currents are output to adjust the damping coefficient of the shock absorber. Curved tracks are known to have superelevations, i.e., different vertical heights of the left and right rails, which can cause significant body and frame roll. The tilt sensor can measure the tilt angle of an object and thus be used to measure the tilt angle of the vehicle body and frame. When the inclination angle of the train body and the frame is larger than the preset value, the train can be considered to pass through the curve track. And the signals received by other rear vehicle sections through the delay module are correspondingly adjusted. The inclination angle sensor is only added to the head train, and other trains at the back receive signals of the inclination angle sensor of the head train to carry out adjustment interaction. It is noted here that the time delayed in the delay module of each vehicle is not the same. The delay time is the distance of each car from the head car divided by the speed of travel. The current of the transverse damper and the anti-snake damper is adjusted according to different speed grades and different working conditions of the track line, so that the dynamic performance of the train is maintained or improved.
After the movement state of the train changes, the two inclination angle sensors can respectively detect the train body roll angle and the frame roll angle of the train, the radian of a curve experienced by the train and the interaction force between a rail and wheels are judged according to the obtained roll angle and the train speed, and the secondary transverse shock absorber and the anti-snake motion shock absorber are actively controlled to change the state according to curve information, so that the friction between the wheels and the rail in the horizontal direction is reduced.
By the aid of the scheme, dynamic performance of the train can be improved in an active action mode, transverse friction between the train and the rail is reduced, loss between wheels and the rail is reduced, and durability is improved.
Drawings
FIG. 1 is a block diagram of the present invention.
Fig. 2 is a wiring diagram of the cooperative controller of the present invention.
Fig. 3 is a flowchart of the program operation in the present invention.
Fig. 4 is a diagram of a multi-section train control system in embodiment 4.
Fig. 5 is a flowchart of the optimization in example 4.
Fig. 6 is a flowchart of the optimization in example 5.
Fig. 7 is a flow chart of the internal data processing of the cooperative controller in the present invention.
Fig. 8 is a graph established by using a vehicle body as a model.
FIG. 9 is a graph of the relationship between the output current and the speed of the coordinating controller on a linear track.
FIG. 10 is a graph of the relationship between coordinated controller output current and speed on a curvilinear trajectory.
Fig. 11 is a flow chart of the genetic algorithm gamultiobj model.
FIG. 12 is a graph showing the relationship between the lateral damping coefficient and the anti-hunting damping coefficient of the secondary train and the derailment coefficient under the combined action of the lateral damping coefficient and the anti-hunting damping coefficient when the train passes through the curved track.
FIG. 13 is a graph showing the relationship between the lateral force of the axle and the combined effect of the secondary lateral damping coefficient and the anti-hunting damping coefficient when the train passes through the curved track.
FIG. 14 is a graph showing the relationship between the secondary transverse damping coefficient and the anti-hunting damping coefficient and the power consumption when the train passes through a curved track.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall relate to the scope of protection of the present invention.
The utility model provides an intelligent damping cooperative system for high-speed train, includes the damping unit, the damping unit sets up respectively at every carriage, its characterized in that still includes induction element and cooperative control ware, induction element includes inclination sensor and speedtransmitter, induction element is used for detecting train gradient and train speed, induction element's output is connected the signal input part of cooperative control ware, is provided with the time delay module between every carriage, the time delay module is used for adjusting the damping coefficient that the damping unit of every carriage was exported according to the time difference of every carriage of train when the same point of process.
In specific embodiment 1, the sensing unit includes a first tilt sensor, a second tilt sensor and a speed sensor, which are arranged on the head car, and the first tilt sensor is mounted on the car body and used for measuring the roll angle of the car body; the second tilt angle sensor is mounted on the front bogie frame and used for measuring the side roll angle of the frame; the speed sensor is used for detecting the running speed of a train, the vibration reduction unit comprises a transverse vibration reducer and an anti-snake-shaped vibration reducer, and the cooperative controller is in signal connection with the transverse vibration reducer and the anti-snake-shaped vibration reducer.
As shown in the attached figure 8 of the specification, the vehicle body roll angle and the framework roll angle are used for measuring the inclination angle between the vehicle body and the horizontal plane, 3 coordinate axes x, y and z which are perpendicular to each other are led through the gravity center O point of the vehicle body, and the vehicle body has 6 independent motion forms, namely linear motion along three axial directions and rotary motion around three axial directions. The roll is a rotary motion around the x-axis, and the rotation angle is the roll angle. The first inclination angle sensor and the second inclination angle sensor are arranged, redundant control is adopted, namely the roll angles of the train body and the frame are simultaneously larger than 0.4 degrees, so that the curve passing of the train can be determined, the misjudgment is avoided, and the reliability of judgment can be improved through the arrangement.
Taking a C120-100A magnetorheological damper as an example, the current range is 0-1A, a mechanical property test is carried out on the shock absorber, a damping force and displacement hysteresis curve can be obtained, corresponding damping coefficient values under 0A and 1A currents are obtained through calculation according to hysteresis curve data, and the calculation steps are as follows:
in the formula,Eis the energy in one cycle of the damper,Fin order to provide the damping force, the damping device,xin order to displace the damper, the damper is,wis the periodic circular frequency.
Assuming an equivalent damping coefficient of one period ofCDisplacement ofx=Asinwt，AFor the excitation amplitude, then:
the damping coefficient values at 0A and 1A current values, i.e. values ofC 0AndC 1。
and obtaining the relation between the damping coefficient and the current value by adopting a linear function.
The expression of a primary function isc=aI+b. The sum of (0,C 0),(1, C 1) Substituting into a function expression to obtaina，b. The following results were obtained:
c=(C 1-C 0)I+C 0。
the inclination angle sensor and the speed sensor at the locomotive are used for sensing the motion state of a train, the sensor is arranged at the locomotive, and the sensor is actually used for recording the specific position of the locomotive where the sensor is positioned.
In the specific embodiment of the method of the invention 2,
an intelligent vibration damping cooperative control method applied to a high-speed train is based on an intelligent vibration damping cooperative system applied to the high-speed train and comprises a preprocessing step and an application step, wherein the preprocessing step comprises the following steps of:
s1-1, linearizing damping data to obtain a damping coefficient range output by a transverse shock absorber and an anti-snake-shaped shock absorber and a corresponding relation between input current and output damping coefficient of the transverse shock absorber and the anti-snake-shaped shock absorber, and adjusting threshold values of control current output to the transverse shock absorber and the anti-snake-shaped shock absorber by a cooperative controller, so that the control current output by the cooperative controller is linearly aligned with the damping coefficient output by the transverse shock absorber and the anti-snake-shaped shock absorber;
and S1-2, a data correction step, which comprises the steps of setting a speed threshold value when the train moves at a constant speed, dividing the speed of the train into a plurality of equal difference average speed values according to the speed threshold value, and respectively carrying out damping coefficient linearization processing on the vibration damping units under each equal difference average speed value state to ensure that the damping coefficient of constant speed running under each speed corresponds to the middle value of the control current threshold value. And the cooperative controller corresponds the control current of the shock absorber to the damping value of the shock absorber, corrects the control current to obtain a relational expression, and checks the accuracy of the model according to the acting force relationship of the train at different form speeds.
The control scheme aims at the high-speed train with the speed per hour of more than 200 km/h. As shown in fig. 9-10 of the specification, the output current is a stepped output, i.e., between the switch and the continuous output. The speed is divided evenly between 200-360km/h per hour, namely 9 speed values of 200km/h, 220km/h, 240km/h, 260km/h, 280km/h, 300km/h, 320km/h, 340km/h and 360 km/h. And establishing a dynamic model of a certain type of high-speed train, and performing multi-objective optimization at different speeds, wherein the optimization aims at the safety, stability and stability of the train. The optimized parameters are damping coefficients of the transverse shock absorber and the anti-snaking shock absorber. Nine pairs of optimized damping parameters are obtained, and the nine pairs of damping coefficients are converted into current values to be input to the intelligent shock absorber. Corresponding current values are output according to different running speeds, and the two types of shock absorbers are matched and coordinated with each other to synchronously improve the comprehensive dynamic performance of the train in real time. The relationship between the speed and the input current of the transverse shock absorber, the input current of the anti-snake-shaped shock absorber, the output damping force of the transverse shock absorber and the output damping force of the anti-snake-shaped shock absorber is shown in the table 1,
TABLE 1 corresponding chart of speed and input current of transverse shock absorber, input current of anti-snake-shaped shock absorber, output damping force of transverse shock absorber and output damping force of anti-snake-shaped shock absorber
The application step comprises a state judgment step, a time difference adjustment step and a vibration reduction step.
The state judging step comprises judging the speed and the over-bending condition of the train according to the movement speed and the inclination degree of the train, and specifically, judging data are stored in the cooperative controller, judging the threshold range of the inclination according to the side rolling angle of the train body and the side rolling angle of the framework, and calibrating the over-bending condition and the radian of the train; the first inclination angle sensor is used for collecting a vehicle body roll angle, the second inclination angle sensor is used for collecting a framework roll angle of a vehicle body, the speed sensor is used for collecting the running speed and acceleration information of the vehicle body, the cooperative controller is used for calculating the information, the calculation method is used for multi-objective optimization based on a genetic algorithm, and the calculation method is compared with a threshold value standard to judge the running state of the train.
When a train passes through a curve, the curve passing performance, namely safety, of the train is mainly ensured. The indices that can characterize curve trafficability are: the derailment coefficient, the axle transverse force and the abrasion work are taken as optimized targets. The optimized parameters are damping coefficients of the transverse shock absorber and the anti-snaking shock absorber. Nine pairs of optimized damping parameters are obtained, and the nine pairs of damping coefficients are converted into current values to be input to the intelligent shock absorber. And outputting corresponding current values according to different running speeds, and mutually matching and coordinating the two types of shock absorbers.
The time difference adjusting step comprises the steps that the cooperative controller calculates the time difference relation when each carriage passes through the same position by means of the carriage length, the carriage distance and the train running speed, so that the inclination condition of each carriage is calculated according to the result of the sensing unit at the locomotive, the input end of the vibration damping unit of each vehicle is provided with a time delay module, the cooperative controller sends the calculated time difference of each train to the time delay module, and a control signal is input to each vibration damping unit through the time delay module.
The damping coefficient when the train passes through a curve is different from the damping coefficient when the train runs in a straight line. Therefore, the train needs to identify whether the train is in a straight line working condition or a curve working condition, so that different currents are output to adjust the damping. Curved tracks are known to have superelevations, i.e., different vertical heights of the left and right rails, which can cause significant body and frame roll. The tilt sensor can measure the tilt angle of an object and thus be used to measure the tilt angle of the vehicle body and frame. When the inclination angle of the train body and the frame is larger than a certain value, the train can be considered to pass through the curve track. And the signals received by other rear vehicle bodies through the delay module are correspondingly adjusted. The inclination angle sensor is only added to the head train, and other trains at the back receive signals of the inclination angle sensor of the head train to carry out adjustment interaction. It is noted here that the time delayed in the delay module of each vehicle is not the same. The delay time is the distance of each car from the head car divided by the speed of travel. The current of the transverse shock absorber and the anti-snaking shock absorber is adjusted according to different speed grades and different working conditions of the track line, so that the dynamic performance of the train is maintained or improved.
As shown in fig. 12 to 14 of the specification, the vibration damping action step includes that the cooperative controller controls the vibration damping unit according to the acquisition amounts of the first tilt angle sensor, the second tilt angle sensor and the speed sensor to adapt to the current motion state, specifically, a threshold range is set by using a train derailment coefficient, a vehicle body acceleration and a frame acceleration as indexes, a relational expression is established between the indexes and a damping value required to be provided by the vibration damper, and when the cooperative controller judges that the train motion condition exceeds the above range, a damping force is provided according to the relational expression established between the indexes and the damping value required to be provided by the vibration damper, so that the control of the train is realized.
As shown in the attached figure 7 of the specification, firstly, the inclination angle information and the speed information of the train frame are obtained by the sensor, the information is transmitted to the cooperative controller, the information is optimized by the system cooperative controller, evaluation indexes such as transverse acceleration of a train body, transverse acceleration of the train frame, derailment coefficient and abrasion power are obtained by listing a dynamic model, the evaluation indexes are stored, when a worker needs the evaluation indexes, the evaluation indexes can be called and checked, the damping coefficient provided by the shock absorber needed by the train is obtained according to the evaluation indexes, the relation between the control current of the transverse shock absorber and the anti-snake-shaped shock absorber and the output damping coefficient is called, the current which is output by the cooperative controller is obtained, and the current is output to the cooperative controller.
In a specific embodiment of the method of example 3,
when the speed is more than 200km/h and less than 220km/h, and the first inclination angle sensor and the second inclination angle sensor are both lower than the set value (using q)1And q is2When the train runs on a straight line, the cooperative controller converts the corresponding damping coefficient into a current regulation value and inputs the current regulation value to the two types of shock absorbers, and the two types of shock absorbers provide corresponding damping force;
when the speed is more than 200km/h and less than 220km/h and the first inclination angle sensor and the second inclination angle sensor are both more than a set value, the train passes through a curve, the cooperative controller inputs corresponding current regulation and control values to the two types of shock absorbers, and the two types of shock absorbers provide corresponding damping force;
in the state judging step, when the speed range is between 200km/h and 220km/h, the acquisition value of the first inclination angle sensor is recorded as q1The acquisition value of the second inclination angle sensor is q2When q is1<0.4 DEG and q2<When the temperature is 0.4 ℃, judging that the running state of the train is straight; when q is1>0.4 DEG and q2>And when the temperature is 0.4 degrees, judging that the running state of the train is the overbending.
if v >200 and v<220 and q is1<0.4 DEG and q2<0.4°;
y1=I1;
y2=I2;
if v >200 and v<220 and q is1>=0.4 ° and q2>=0.4°;
y1=I3;
y2=I4;
Wherein,v is the running speed of the vehicle body; q. q of1Is the vehicle body inclination angle; q. q.s2Is the inclination angle of the front bogie; y is1And y2The current is input to the transverse damper and the anti-snake damper respectively.
Three analog signal inputs: v, q1，q2Corresponding to the AIW0, AIW2, and AIW4 ports in procedure 1, respectively. Analog quantity is input into the PLC, most of the analog quantity is in an integer form, and 32-bit floating point numbers are adopted for PLC internal data processing. Therefore, the input amount needs to be subjected to data conversion. Since the integer occupies 16 bits and the floating-point number occupies 32 bits, the integer and the floating-point number cannot be directly converted, and the integer needs to be converted into a 32-bit double integer first and then converted into the floating-point number. The procedure 1 is therefore mainly a data conversion process of the analog input signal.
The I _ DI module functions as: the integer is converted to a double integer form. The DI _ R module functions as: the double integer is converted to a floating point number form.
VD8, VD16 and VD26 respectively correspond to v and q after data conversion1，q2Numerical values.
The MOV-W module is a move word instruction that moves an input word (IN) to an output word (OUT) without changing the original value. IN is a damper regulating current set value and can be set and modified according to actual requirements.
AQW0 and AQW2 are PLC output ports, corresponding toy 1Andy 2。
the program algorithm is hardware-based, and as shown in figure 2 of the specification, the mathematical expression program is implemented in SIMATIC S7-200 PLC hardware.
In the specific embodiment example 4, the following example is presented,
as shown in fig. 4, the intelligent cooperative controller is also called a multifunctional cooperative controller, i.e. a control algorithm capable of improving a plurality of dynamic performance indexes. Next, a specific embodiment of the control algorithm is described.
Aiming at a running train on a straight track:
as shown in fig. 5-6. The output current 1 is the input current of the secondary transverse shock absorber; the output current 2 is the anti-hunting damper input current,
for how a specific current value is obtained. Firstly, the damping coefficients of a transverse shock absorber and an anti-snaking shock absorber of a certain type of train are linearized to obtain a linear damping coefficient, and then the damping coefficients after multi-objective optimization are linearized to correspond to current values, so that the current values at different speed stages are regulated and controlled, and the requirements of train dynamic performance are met.
Examples of the damping coefficient and the current corresponding value are as follows:
25000---0.25A
50000---0.5A
100000---1.0A。
aiming at a running train on a curve track: when a train passes through a curve, the curve trafficability characteristic, namely the safety, of the train is mainly ensured. The indices that can characterize curve trafficability are: derailment coefficient, axle transverse force and abrasion work, and taking the three indexes as optimized targets. The optimized parameters are damping coefficients of the transverse shock absorber and the anti-snaking shock absorber. Nine pairs of optimized damping parameters are obtained, and the nine pairs of damping coefficients are converted into current values to be input to the intelligent shock absorber. And outputting corresponding current values according to different running speeds, and mutually matching and coordinating the two types of shock absorbers.
The step of damping comprises calling a genetic algorithm gamultiobj model, establishing a relational expression of a train derailment coefficient, a wheel axle transverse force and an abrasion power and a damping coefficient required to be provided by the damper by means of the genetic algorithm gamultiobj model, and setting a damping coefficient threshold range output by the damping unit by taking the train derailment coefficient, the wheel axle transverse force and the abrasion power as indexes.
As shown in the attached FIG. 11, the basic operation process of the genetic algorithm is as follows:
(1) setting an optimization range of damping coefficients, then starting initialization, firstly setting an evolution algebra counter g =0, setting a maximum evolution algebra, and then randomly generating M damping coefficient individuals in the optimization range as an initial population.
(2) And (4) bringing the damping coefficient in the population into a train model for automatic simulation, and obtaining the fitness, namely a dynamic performance index target function (calculating the fitness of each individual in the population).
(3) Selecting and operating: the selection operator is applied to the population of individuals. The purpose of selection is to inherit optimized individuals directly to the next generation or to generate new individuals by pairwise crossing and then to inherit them to the next generation. The selection operation is based on fitness evaluation of individuals in the population.
(4) And (3) cross operation: and (4) applying a crossover operator to the population individuals.
(5) Performing mutation operation: and (4) applying mutation operators to the population. I.e., to vary the gene values at certain loci in strings of individuals in a population. And obtaining the next generation population after the population is subjected to selection, crossing and variation operation.
(6) And (4) judging termination conditions: and if the cycle number of the algorithm reaches the maximum evolution algebra, stopping the operation of the algorithm, outputting the optimal target function and the corresponding damping coefficient value, and stopping the calculation.
The above-mentioned embodiments are only used for illustrating the technical solutions of the present invention, and not for limiting the same; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the embodiments of the present invention, and they should be construed as being included therein.
Claims (5)
1. An intelligent vibration damping cooperative control method applied to a high-speed train is based on an intelligent vibration damping cooperative system applied to the high-speed train, and comprises vibration damping units, induction units and a cooperative controller, wherein the vibration damping units are respectively arranged in each carriage, each induction unit comprises an inclination angle sensor and a speed sensor, the induction units are used for detecting the gradient of the train and the speed of the train, the output ends of the induction units are connected with the signal input end of the cooperative controller, a time delay module is arranged between each carriage, and the time delay module is used for adjusting the damping coefficient output by the vibration damping unit of each carriage according to the time difference when each carriage of the train passes through the same point;
the sensing unit comprises a first tilt angle sensor, a second tilt angle sensor and a speed sensor which are arranged on the head car,
the first inclination angle sensor is arranged on the vehicle body and used for measuring the side roll angle of the vehicle body;
the second tilt angle sensor is arranged on the front bogie frame and is used for measuring the side roll angle of the frame;
the speed sensor is used for detecting the running speed of the train;
the vibration reduction unit comprises a transverse vibration absorber and an anti-snake-shaped vibration absorber, the cooperative controller is in signal connection with the transverse vibration absorber and the anti-snake-shaped vibration absorber, the vibration reduction unit comprises a preprocessing step and an application step, and the preprocessing step comprises the following steps:
s1-1, linearizing damping data to obtain a damping coefficient range output by a transverse shock absorber and an anti-snake-shaped shock absorber and a corresponding relation between input current and output damping coefficient of the transverse shock absorber and the anti-snake-shaped shock absorber, and adjusting threshold values of control current output to the transverse shock absorber and the anti-snake-shaped shock absorber by a cooperative controller, so that the control current output by the cooperative controller is linearly aligned with the damping coefficient output by the transverse shock absorber and the anti-snake-shaped shock absorber;
s1-2, a data correction step, which comprises the steps of setting a speed threshold value when the train moves at a constant speed, dividing the speed of the train into a plurality of equal difference average speed values according to the speed threshold value, and respectively carrying out damping coefficient linearization processing on the damping unit under each equal difference average speed value state to ensure that the damping coefficient of constant speed running at each speed corresponds to the middle value of the control current threshold value;
the application step comprises a state judgment step, a time difference adjustment step and a vibration reduction step:
the S2-1 state judgment step comprises the steps of judging the speed and the over-bending condition of the train according to the movement speed and the inclination degree of the train;
s2-2, the time difference adjusting step comprises the steps of calculating the time for each carriage to bend;
s2-3, the vibration damping action step comprises the step that the cooperative controller controls the vibration damping unit according to the acquisition quantities of the first tilt sensor, the second tilt sensor and the speed sensor so as to adapt to the current motion state.
2. The intelligent vibration damping cooperative control method applied to the high-speed train is characterized in that the state judgment step comprises the steps that judgment data are stored in the cooperative controller, the range of a vehicle body side roll angle threshold and a framework side roll angle threshold of inclination is judged according to a vehicle body side roll angle and a framework side roll angle, and the train over-bending condition is calibrated;
the first inclination angle sensor collects a vehicle body roll angle, the second inclination angle sensor collects a framework roll angle, the speed sensor collects the running speed and acceleration information of the vehicle body, the cooperative controller processes the vehicle body roll angle, the framework roll angle, the speed and the acceleration information, and compares the vehicle body roll angle, the framework roll angle and the acceleration information with the speed threshold, the vehicle body roll angle threshold and the framework roll angle threshold to judge the running state of the train.
3. The intelligent vibration damping cooperative control method applied to the high-speed train is characterized in that the time difference adjusting step comprises the steps that the cooperative controller calculates the time difference relation when each carriage passes through the same position by means of the carriage length, the carriage distance and the train running speed, so that the inclination condition of each carriage is calculated according to the result of the sensing unit at the train head, the time delay module is arranged at the input end of the vibration damping unit of each train, the cooperative controller sends the calculated time difference of each train to the time delay module, and the time delay module inputs the control signal to each vibration damping unit.
4. The intelligent vibration damping cooperative control method applied to the high-speed train is characterized in that the vibration damping action step comprises calling a genetic algorithm gamiabj model, establishing a relational expression of a train derailment coefficient, an axle transverse force and a wear power and a damping coefficient required to be provided by a vibration damper by means of the genetic algorithm gamiabj model, and setting a damping coefficient threshold range output by a vibration damping unit by taking the train derailment coefficient, the axle transverse force and the wear power as indexes.
5. The intelligent vibration damping cooperative control method applied to the high-speed train as claimed in claim 4, wherein in the state judgment step, when the speed is between 200km/h and 220km/h, the acquisition value of the first inclination angle sensor is recorded as q1The acquisition value of the second tilt sensor is q2When q is1<0.4 DEG and q2<When the temperature is 0.4 ℃, judging that the running state of the train is straight;
when q is1>0.4 DEG and q2>And when the temperature is 0.4 degrees, judging that the running state of the train is the overbending.
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