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摘要: 为高效预测动态环境下人-车系统的人体振动响应特性及汽车乘坐舒适性, 依据人-车-路系统间的相互作用和多体动力学原理, 建立了9自由度汽车乘坐动力学模型, 应用拉格朗日原理推导了乘坐动力学方程。基于路面不平度激励及汽车行驶速度变化, 构建了路面随机激励的时域模型。利用MATLAB/Simulink仿真工具, 建立了人-车-路系统仿真模型, 并对某轻型车辆在不同路面、不同车速下的人体振动响应进行了仿真分析。仿真结果表明: 在同样车速下, 随着路面等级的降低, 人体各部位的加速度响应幅值明显增大; 当车辆行驶在随机路面上时, 路面不平度随机激励引起的人体振动能量主要集中在低频段, 约在5 Hz出现第1阶共振频率, 大约在10 Hz出现第2阶峰值, 这与众多试验结果一致。可见, 9自由度汽车乘坐动力学模型及其仿真模型, 不仅能快速计算动态激励下人体的振动特性和乘坐舒适性, 而且具有较好的可信度。
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关键词:
- 汽车工程 /
- 9自由度乘坐动力学模型 /
- 人体振动特性 /
- 仿真
Abstract: To predict the human vibration response characteristics and riding comfort of human-vehicle system efficiently, a 9-DOF riding dynamics model of automobile was established according to human-vehicle-road interaction and multi-body dynamics principle.The dynamics equations of the model were derived by using Lagrange Principle.A time domain model of random road excitation was established according to random road excitation and the change of vehicle speed.A human-vehicle-road system simulation model was established by using MATLAB/Simulink, and the simulation and analysis of human vibration response in a light vehicle on different roads and at different speeds were carried out.Simulation result shows that the amplitude of human acceleration response significantly increases with the drop of road level at the same speed.On random road, the energy of human vibration caused by random road excition concentrates in low frequency, the first order resonance frequency appears around 5 Hz, and the second order resonance frequency occurs around 10 Hz, which is consistent with many experimental results.Therefore, the 9-DOF dynamics model and the simulation model are reliable to quickly compute the vibration characteristics of human and riding comfort under dynamic environment. -
图 3 人-车-路系统Simulink仿真模型
Figure 3. Simulink simulation model of human-vehicle-road system
表 1 表 1α和ρ参数值
Table 1. Values ofαandρ
路面等级 A B C D E α/(m-1) 0.132 0 0.130 3 0.120 0 0.100 7 0.090 0 ρ/m 0.001 5 0.003 2 0.006 0 0.011 5 0.022 0 
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表 2 人-车参数值
Table 2. Parameters of human-vehicle
计算参数 数值 计算参数 数值 mb/kg 690.00 kp3/(kN·m-1) 111.54 Jb/(kg·m2) 1 222 kp4/(kN·m-1) 700.37 mfs/kg 40.50 ks/(kN·m-1) 20.11 mrs/kg 45.40 cfs/(kN·s·m-1) 1.50 mp1/kg 5.31 crs/(kN·s·m-1) 1.50 mp2/kg 24.14 cft/(N·s·m-1) 0.00 mp3/kg 10.45 crt/(N·s·m-1) 0.00 mp4/kg 15.60 cp1/(kN·s·m-1) 4.00 ms/kg 104.00 cp2/(kN·s·m-1) 4.00 kfs/(kN·m-1) 17.00 cp3/(kN·s·m-1) 4.00 krs/(kN·m-1) 22.00 cp4/(kN·s·m-1) 2.70 kft/(kN·m-1) 192.00 cs/(kN·s·m-1) 0.66 krt/(kN·m-1) 192.00 l1/m 1.25 kp1/(kN·m-1) 309.95 l2/m 1.51 kp2/(kN·m-1) 150.01 l3/m 0.31
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表 3 加速度、人的主观感觉和汽车乘坐舒适性
Table 3. Corresponding values of acceleration, human subjective sensation and vehicle riding comfort
加权加速度/(m·s-2) < 0.315 0.315~0.63 0.5~1.0 0.8~1.6 1.25~2.5 > 2.0 人的主观感受 没有不舒适 稍有不舒适 有些不舒适 不舒适 很不舒适 极不舒适 汽车乘坐舒适度 1.0 0.8 0.6 0.4 0.2 0
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表 4 人体各部位的加速度均方根值
Table 4. Acceleration RMS values of human parts
车速/(km·h-1) 路面等级 加速度均方根值az/(m·s-2) 头部 上躯干 下躯干 臀部 30 B 0.113 0 0.112 8 0.110 6 0.107 0 C 0.203 6 0.203 2 0.199 2 0.192 8 D 0.358 2 0.357 5 0.350 6 0.339 2 40 B 0.152 1 0.151 8 0.148 7 0.143 7 C 0.274 1 0.273 6 0.268 1 0.259 1 D 0.482 9 0.482 0 0.472 3 0.456 5 60 B 0.218 4 0.218 0 0.213 2 0.205 7 C 0.394 6 0.393 7 0.385 2 0.371 7 D 0.697 3 0.695 8 0.680 8 0.657 0 90 B 0.292 1 0.291 4 0.284 4 0.273 8 C 0.529 5 0.528 2 0.515 7 0.496 5 D 0.941 8 0.939 5 0.917 4 0.883 4 120 B 0.334 0 0.343 1 0.334 2 0.321 1 C 0.626 4 0.624 6 0.608 6 0.584 8 D 1.122 4 1.119 3 1.091 0 1.048 7
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