车速变化对车辆操纵稳定性的影响(英文)

CHEN Shi-an; GU Bin-bin; QIU Feng; HE Ren; LI Chun

doi:10.19818/j.cnki.1671-1637.2009.02.011

车速变化对车辆操纵稳定性的影响(英文)

doi: 10.19818/j.cnki.1671-1637.2009.02.011

陈士安^{1, 2,},
顾彬彬¹,
邱峰²,
何仁¹,
李春²

1.
江苏大学汽车与交通工程学院, 江苏镇江 212013
2.
金龙联合汽车工业(苏州)有限公司, 江苏苏州 215026

基金项目:

National Natural Science Fund Project of China 50805066

Natural Science Fund Project of Jiangsu Province BK2008553

详细信息

中图分类号: U461.6
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- 文章访问数: 215
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- 被引次数: 0
出版历程
- 收稿日期: 2009-02-17
- 刊出日期: 2009-04-25

Influence of velocity change on handling and stability of vehicle

CHEN Shi-an^{1, 2
,},
GU Bin-bin¹,
QIU Feng²,
HE Ren¹,
LI Chun²

1.
School of Automobile and Traffic Engineering, Jiangsu University, Zhenjiang 212013, Jiangsu, China
2.
Higer Bus Company Limited, Suzhou 215026, Jiangsu, China

Funds:

National Natural Science Fund Project of China 50805066

Natural Science Fund Project of Jiangsu Province BK2008553

More Information

Author Bio:
CHEN Sh-i an(1973-), Male, Jingzhou, Hubei, Associate Professor of Jiangsu University, PhD, Research on VehicleActive Safety Technology, +86-511-88780271-2826, chenshian73@ujs.edu.cn

摘要

摘要: 为了降低车速变化对车辆操纵稳定性的影响, 建立了考虑车速变化的动态车辆转向运动模型, 分析了描述模型的微分方程组所有系数都是随车速变化而时变的特性, 通过变参数动态仿真, 定量研究了车速变化对车辆操纵稳定性的影响。研究结果表明: 减速时正的纵向车辆惯性力使后轴负荷向前轴转移, 导致前轴侧偏刚度变大, 后轴侧偏刚度变小, 进而使车辆的横摆角速度增益增大, 即车辆操纵稳定性变差; 初始车速越高, 减速度越大, 车辆横摆角速度增益增大越快; 加速时负的纵向车辆惯性力使前轴负荷向后轴转移, 导致前轴侧偏刚度变小, 后轴侧偏刚度变大, 进而使车辆的横摆角速度增益减小。可见, 减小车辆减速度、降低车身质心高度及增大轴距是弱化减速导致车辆操纵稳定性急剧变差的有效方法。
- 汽车工程 /
- 操纵稳定性 /
- 车速变化 /
- 变参数动态仿真
Abstract: To improve the handling and stability of vehicle while velocity changing, a dynamic steering model was established, and all of the coefficients of differential equations describing the model changed with velocity change. The influence of velocity change on the handling and stability was quantitatively researched by varying parameter dynamic simulations. Study result shows that when vehicle decelerates, part load is transferred from rear axle to front axle caused by the positive longitudinal inertial force of vehicle, the corner stiffness of front axle increases, the corner stiffness of rear axle decreases, and vehicle steering gain increases, so the handling and stability of vehicle deteriorate. Vehicle steering gain increases more rapidly and obviously with higher early velocity and/or bigger deceleration. When vehicle accelerates, part load is transferred from front axle to rear axle caused by the negative longitudinal inertial force of vehicle, the corner stiffness of front axle decreases, the corner stiffness of rear axle increases, and vehicle steering gain decreases. Obviously, avoiding big deceleration, lowing vehicle mass center and enlarging wheelbase as far as possible during vehicle design and manufacture are effective methods to lessen the degree that the handling and stability become worse rapidly in slowing vehicle down.
- automotive engineering /
- handling and stability /
- velocity change /
- varying parameters dynamic simulation

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图 1 考虑车速变化的车辆转向运动原理

Figure 1. Steering principle of vehicle considering velocity change

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图 2 工况1的v与 $\dot{φ} / δ_{V}$ 曲线

Figure 2. Curves of v and $\dot{φ} / δ_{V}$ under running condition 1

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图 3 工况2的v与 $\dot{φ} / δ_{V}$ 曲线

Figure 3. Curves of v and $\dot{φ} / δ_{V}$ under running condition 2

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图 4 工况3的v与 $\dot{φ} / δ_{V}$ 曲线

Figure 4. Curves of v and $\dot{φ} / δ_{V}$ under running condition 3

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图 5 横摆角速度增益对比

Figure 5. Comparison of steering gains

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表 1 Structure parameters of vehicle

Table 1. Structure parameters of vehicle

Parameters	Values	Parameters	Values
m/kg	10 240	η_V	2
I_mz/(kg·m²)	31 288	η_H	4
l/m	3.8	c_α1	-4.612 6
l_V/m	2.679 3	c_α2	-0.584 5
A_x/m²	6.99	F_zXenn/N	18 620
h_{P_mc}/m	1.3	C_Lz	-0.019
C_D	0.534	C_MLy	-0.044

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表 2 Maximums $o f \dot{φ} / δ_{V} a n d (\dot{φ} / δ_{V}) / a_{0}$ under running condition 1

Table 2. Maximums $o f \dot{φ} / δ_{V} a n d (\dot{φ} / δ_{V}) / a_{0}$ under running condition 1

Running conditions		$\max (\dot{φ} / δ_{V}) /$ [(rad·s^-1)·rad^-1]	$\frac{\max (\dot{φ} / δ_{V})}{a_{0}}$
v₀/(m·s^-1)	a₀/(m·s^-2)	$\max (\dot{φ} / δ_{V}) /$ [(rad·s^-1)·rad^-1]	$\frac{\max (\dot{φ} / δ_{V})}{a_{0}}$
30	-1	21.841 8	21.841 8
30	-2	53.447 3	26.723 6
30	-3	103.868 2	34.622 7

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表 3 Values $o f \dot{φ} / δ_{V}$ under running condition 3

Table 3. Values $o f \dot{φ} / δ_{V}$ under running condition 3

Running conditions		$\dot{φ} / δ_{V})_{s} /$ [(rad·s^-1)·rad^-1]	$\max (\dot{φ} / δ_{V}) /$ [(rad·s^-1)·rad^-1]	$\frac{\max (\dot{φ} / δ_{V})}{\dot{φ} / δ_{V})_{s}}$
v₀/(m·s^-1)	a₀/(m·s^-2)	$\dot{φ} / δ_{V})_{s} /$ [(rad·s^-1)·rad^-1]	$\max (\dot{φ} / δ_{V}) /$ [(rad·s^-1)·rad^-1]	$\frac{\max (\dot{φ} / δ_{V})}{\dot{φ} / δ_{V})_{s}}$
30	-2	8.644 5	53.447 3	6.182 8
25	-2	7.064 2	20.235 6	2.864 5
20	-2	5.526 5	9.788 0	1.771 1

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