计及导向摆臂约束的重型货车驾驶室俯仰平面动力学模型

doi:10.19562/j.chinasae.qcgc.2021.01.018

Abstract

Abstract:

The traditional cab pitching?plane dynamics model doesn't consider the effects of swing arm guiding mechanism in cab mount， and can only roughly calculate the cab's vertical and pitching responses， but can't analyze its longitudinal vibration characteristics， thus its accuracy is relatively low with limited real engineering application. To enhance the model accuracy and widen its application scope， a cab pitching?plane dynamics model considering the constraint of guiding swing arm is established， and the constraint characteristics of swing arm guiding mechanism are analyzed. On this basis， the dynamics model constructed is verified by road test. The results show that the model constructed has higher accuracy and wider engineering application range， it can more effectively reproduce the real dynamic responses of cab system. Furthermore， the model can be used not only for the analysis of the cab's vertical， pitching， and longitudinal vibration characteristics， but also for the development of the cab mount control strategies considering the cab's longitudinal vibration comfort， as well as for the estimation of the swing angles of guiding arm and shock absorber， and other dynamics parameters of the cab mount system etc.

Key words: heavy trucks, cab, comfort, pitching?plane dynamics model, guiding swing arm, constraint characteristics

Leilei Zhao,Yuewei Yu,Changcheng Zhou,Dehui Huang,Jian Yuan. Pitching‑Plane Dynamics Model of Heavy Truck Cab Considering Constraints of Guiding Swing Arm[J].Automotive Engineering, 2021, 43(1): 136-144.

Figures/Tables 13

References 20

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参数	数值	参数	数值
m / kg	421.4	K_f/ (kN·m^-1)	43.2
J / (kg·m²)	409.0	K_r/ (kN·m^-1)	20.7
C_ff / (N·s·m^-1)	6 479.1	C_fy/ (N·s·m^-1)	2 362.3
C_rf / (N·s·m^-1)	2 804.2	C_ry/ (N·s·m^-1)	826.1

车速/ (km·h^-1)	振动方向	试验值/ (m·s^-2)	考虑约束		不考虑约束
车速/ (km·h^-1)	振动方向	试验值/ (m·s^-2)	仿真值/(m·s^-2)	相对偏差/%	仿真值/(m·s^-2)	相对偏差/%
50	垂向	0.67	0.62	7.5	0.58	13.4
50	纵向	0.41	0.37	9.8	0.25	39.0
60	垂向	0.71	0.63	11.3	0.59	16.9
60	纵向	0.42	0.38	9.5	0.25	40.5
70	垂向	0.72	0.64	11.1	0.61	15.3
70	纵向	0.45	0.40	11.0	0.26	42.2
80	垂向	0.74	0.66	10.8	0.62	16.2
80	纵向	0.46	0.41	10.9	0.27	41.3
90	垂向	0.75	0.67	10.7	0.64	14.6
90	纵向	0.46	0.40	13.0	0.29	37.0
100	垂向	0.78	0.70	10.2	0.65	16.7
100	纵向	0.49	0.42	14.3	0.30	38.8

车速/(km·h^-1)	控制器1		控制器2
车速/(km·h^-1)	垂向	纵向	垂向	纵向
50	0.49	0.32	0.50	0.27
60	0.50	0.33	0.51	0.29
70	0.52	0.38	0.53	0.30
80	0.54	0.39	0.54	0.32
90	0.55	0.39	0.55	0.33
100	0.57	0.40	0.58	0.35

车速/(km·h^-1)	导向摆臂的摆角/(°)
车速/(km·h^-1)	最小值	最大值
50	-2.4	2.5
60	-3.1	3.4
70	-3.6	3.5
80	-3.9	4.0
90	-5.8	6.1
100	-7.1	7.4

车速/(km·h^-1)	前减振器摆角/(°)		后减振器摆角/(°)
车速/(km·h^-1)	最小值	最大值	最小值	最大值
50	-2.0	2.3	-2.2	2.6
60	-2.9	3.1	-3.0	3.4
70	-3.5	3.6	-3.8	4.0
80	-3.8	4.2	-4.1	4.8
90	-5.4	6.3	-5.8	6.2
100	-6.7	7.0	-6.9	6.6

Pitching‑Plane Dynamics Model of Heavy Truck Cab Considering Constraints of Guiding Swing Arm

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Figures/Tables 13

References 20

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系统参数	实际值	考虑约束		不考虑约束
系统参数	实际值	估计值	相对偏差	估计值	相对偏差
m / kg	421.4	446.2	5.9%	461.4	9.5%
J / (kg·m²)	409.0	429.6	5.0%	451.3	10.3%
K_f/ (kN·m^-1)	43.2	40.9	5.3%	38.0	12.0%
K_r/(kN·m^-1)	20.7	22.2	7.3%	24.0	15.9%
C_ff/(N·s·m^-1)	6 479.1	6 891.0	6.4%	7 491.3	15.6%
C_fy/(N·s·m^-1)	2 362.3	2 203.4	6.7%	1 894.1	19.8%
C_rf/(N·s·m^-1)	2 804.2	2 999.5	7.0%	3 228.4	15.2%
C_ry/(N·s·m^-1)	826.1	761.4	7.9%	701.2	15.1%

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