Plenty of studies focused on single-direction active suspensions on railway vehicles; at least four actuators per vehicle are needed forconventional active secondary suspensions in both lateral and vertical directions, leading to a sharp increase in costs and reduction inreliability. This paper proposes a novel configuration, lateral-vertical coupled (LVC) active secondary suspension, with only two actuators and two accelerometers per vehicle. To deal with the coupled dynamics, linear quadratic Gaussian (LQG) method and optimal skyhook damping (OSD) method are developed for achieving optimal control. OSD method has similar advantages as LQG method and is easier to implement. Then, linearised vehicle dynamics is modelled to design the controllers and observer, and a more complete nonlinear simulation model is established for verification. Theoretical analysis and simulation results show that LVC active suspension reduces car body vibration in one direction at the cost of negative effects in the other. LQG control fails to provide satisfying performance compared with passive suspensions, whereas OSD control can effectively improve lateral and vertical vibration and ride comfort by applying reasonable actuator forces. Besides, actuator dynamics is important to the effectiveness of LVC active suspension, and OSD controller is robust to measurement noise and model errors to some extent.

大量研究集中在铁路车辆的单向主动悬架上；传统的主动式二级悬架在横向和垂直方向上至少需要每辆车四个执行器，这导致成本急剧增加并降低了不可靠性。本文提出了一种新颖的配置，横向垂直耦合 (LVC) 主动二级悬架，每辆车只有两个执行器和两个加速度计。为了处理耦合动力学，提出了线性二次高斯（LQG）方法和最优天棚阻尼（OSD）方法来实现最优控制。OSD 方法具有与 LQG 方法相似的优点，并且更易于实现。然后，对线性化车辆动力学进行建模以设计控制器和观察器，并建立更完整的非线性仿真模型进行验证。理论分析和仿真结果表明，LVC 主动悬架在一个方向上减少了车身振动，但在另一个方向上产生了负面影响。与被动悬架相比，LQG 控制无法提供令人满意的性能，而 OSD 控制可以通过施加合理的执行器力有效地改善横向和垂直振动以及乘坐舒适性。此外，执行器动力学对 LVC 主动悬架的有效性很重要，OSD 控制器在一定程度上对测量噪声和模型误差具有鲁棒性。而OSD控制通过施加合理的执行力可以有效地改善横向和纵向振动和乘坐舒适性。此外，执行器动力学对 LVC 主动悬架的有效性很重要，OSD 控制器在一定程度上对测量噪声和模型误差具有鲁棒性。而OSD控制通过施加合理的执行力可以有效地改善横向和纵向振动和乘坐舒适性。此外，执行器动力学对 LVC 主动悬架的有效性很重要，OSD 控制器在一定程度上对测量噪声和模型误差具有鲁棒性。