A comparison of control algorithms for actively stabilised wheelsets on high speed railway vehicles is presented. Both intuitively derived classical strategies and modern optimal strategies are considered. Computer simulations are used to assess and compare the performance of the strategies in terms of their ability to provide stability across a range of operating conditions, for a range of parameter uncertainty and also in terms of their actuator requirements. Actuator models are also developed, not only to properly assess the impact of actuator dynamics on the active stability system performance, but also to further quantify and refine the actuator requirements needed to implement the system practically. The concept has been implemented practically on a full size vehicle and some preliminary experimental results are included. The aim of the system is to provide a bogie which is stable at high speeds without the need for heavy secondary yaw dampers (these also form an undesirable path for the transmission of noise). Individually steerable axles also offer the ability to reduce wear and noise generation through an optimal (not necessarily minimal) angle of attack, and the opportunity to balance lateral rail forces, both of which are important benefits. An important issue relates to the integration of the stability and steering controllers. These are being developed separately because the former acts at typically 2 Hz and higher, whereas the latter will be relatively slow-acting with a bandwidth significantly less than 1 Hz. This area is the subject of on-going investigations, but is not anticipated to present major difficulties. The requirement for practical sensors is a restrictive one and it affects both control strategies. The requirement for full state feedback for the optimal controller means that more sensors are needed in this case in order to provide sufficient levels of accuracy in the state estimates, particularly with respect to robustness. Real actuator dynamics have been shown not to be a problem the effects on controller performance were negligible. The active yaw stabilisation concept has been implemented on a full size vehicle. The system has been proven experimentally following a comprehensive testing phase on a roller rig. The vehicle was successfully stabilised at speeds over 300 km/h. The passive vehicle is marginally stable whereas the active controller shows good levels of damping.
Active stability control strategies for a high speed bogie
Aktive, stabilitätsgarantierende Regelung eines Drehgestells für Schienenfahrzeuge
Control Engineering Practice ; 12 , 11 ; 1381-1391
2004
11 Seiten, 15 Bilder, 3 Tabellen, 12 Quellen
Aufsatz (Zeitschrift)
Englisch
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