RESEARCH ON TRAILING ARM SUSPENSION SYSTEM OF FULL X-BY-WIRE CONTROL CHASSIS BASED ON DATA DRIVE
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摘要: 汽车在越野类极限路况下行驶, 对车身高度有一定范围的调节需求, 传统悬架方案与全线控底盘进行技术融合时, 存在机构运动干涉、底盘升降过程中车轮外倾程度过大、车轮发生侧向位移等现象, 易导致轮胎过度磨损, 致使行驶失稳. 将车身高度变化对轮胎侧向参数的影响转化为车轮纵向滚动, 进而实现稳定的大行程车身高度调节, 是解决上述问题的关键. 本研究建立整车七自由度动力学模型, 对悬架系统导向机构展开力学分析, 集两者作为系统研究的输入信息; 通过正弦波激振台对弹性元件、减振器进行相关特性参数获取, 基于数据驱动开展一体化电动轮的运动学仿真测试, 包括对悬架系统关键铰接位置进行力学性能分析、对电动轮整体结构进行运动学特性研究, 以此定义系统关键性能指标, 结合理论研究与仿真测试, 确定双纵臂式主动悬架系统方案. 仿真结果与实车验证综合表明, 搭载本研究系统方案的全线控平台, 进行大行程高度调节过程中, 车轮外倾问题得到有效解决, 一体化电动轮具备良好的独立运行能力, 本研究对提高车辆在极限路况下的通过性具有重要意义.Abstract: The car is driven under extreme road conditions such as off-road, and there is a certain range of adjustment requirements for the body height. When the traditional suspension scheme is technically integrated with the full-wire chassis, there are mechanism motion interference, excessive wheel camber during the chassis lifting process, and wheel generation. Lateral displacement and other phenomena can easily lead to excessive tire wear, resulting in unstable driving. The key to solving the above problems is to convert the influence of vehicle height changes on the lateral parameters of tires into longitudinal rolling of the wheels, thereby achieving stable and long-travel vehicle height adjustment. . In this study, a seven-degree-of-freedom dynamic model of the whole vehicle is established, and the mechanical analysis of the suspension system guiding mechanism is carried out, and the two are collected as the input information of the system research; the relevant characteristic parameters of the elastic elements and shock absorbers are carried out through the sine wave vibration table. Acquire, carry out the kinematics simulation test of the integrated electric wheel based on the data drive, including the mechanical performance analysis of the key hinge position of the suspension system and the kinematic characteristics study of the overall structure of the electric wheel, so as to define the key performance indicators of the system, and combine the theory Research and simulation tests are carried out to determine the scheme of the double trailing arm active suspension system. The simulation results and the real vehicle verification show that the wheel camber problem can be effectively solved in the process of adjusting the height of the large stroke with the full-wire control platform equipped with the system scheme of this study. , the integrated electric wheel has good independent operation ability, and this research is of great significance to improve the vehicle's passability under extreme road conditions.
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图 6 阻尼力特性: 变电流, 固定频率1 Hz, 振幅50 mm
Figure 6. Damping force characteristics: variable current, fixed frequency 1 Hz, amplitude 50 mm
图 7 阻尼特性: 变电流, 固定频率1 Hz, 振幅50 mm
Figure 7. Damping characteristics: variable current, fixed frequency 1 Hz, amplitude 50 mm
图 8 阻尼力特性: 变频率, 固定电流0.6 A, 振幅50 mm
Figure 8. Damping force characteristics: variable frequency, fixed current 0.6 A, amplitude 50 mm
图 9 阻尼特性: 变频率, 固定电流0.6 A, 振幅50 mm
Figure 9. Damping characteristics: variable frequency, fixed current 0.6 A, amplitude 50 mm
图 10 阻尼力特性: 变振幅, 固定电流0.3 A, 频率1 Hz
Figure 10. Damping force characteristics: variable amplitude, fixed current 0.3 A, frequency 1 Hz
图 11 阻尼特性: 变振幅, 固定电流0.3 A, 频率1 Hz
Figure 11. Damping characteristics: variable amplitude, fixed current 0.3 A, frequency 1 Hz
图 12 空气弹簧压力随空气弹簧高度变化的关系
Figure 12. The relationship between air spring pressure and air spring height
图 13 空气弹簧作用力随空气弹簧高度变化的关系
Figure 13. The relationship between the force of the air spring and the height of the air spring
图 14 减振器角度对
$ O_{1} $ 和$ O_{2} $ 处受力影响Figure 14. The impact of the shock absorber angle on the force at
$ O_{1} $ and$ O_{2} $ 
15 增量调整对A~D点的受力影响
15. The influence of incremental adjustment on the force on points A~D
图 16 臂长增量减振器受力影响
Figure 16. The arm length incremental shock absorber is affected by the force
图 17 参数增量对车轮纵向位移的影响
Figure 17. The influence of parameter increment on the longitudinal displacement of the wheel energy
图 18 参数增量对车轮动能的影响
Figure 18. The influence of parameter increment on wheel kinetic energy
表 1 空气弹簧测试结果
Table 1. Air spring test results
Initial
pressure/
MPaDownward pressure
displacement of the
exciter head/mmAir spring
force/
NIntracapsular
air pressure/
MPaEffective
area/
mm20.3 0 859 0.30 2863.3 10 1064 0.31 3432.3 20 1136 0.32 3550 30 1196 0.33 3624.2 40 1263 0.34 3714.7 50 1338 0.36 3716.7 60 1412 0.38 3715.8 70 1496 0.40 3740 80 1624 0.42 3866.7 90 1726 0.44 3922.7 100 1817 0.465 3907.5 0.6 0 1997 0.60 3328.3 10 2347 0.62 3785.5 20 2476 0.64 3868.8 30 2594 0.665 3900.8 40 2780 0.70 3971.4 50 2852 0.73 3906.8 60 2966 0.75 3954.7 70 3083 0.77 4003.9 80 3286 0.82 4007.3 90 3463 0.84 4122.6 100 3672 0.90 4080.0 
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表 2 基础悬架空间位置坐标值(X, Y, Z)
Table 2. The coordinate value of the space position of the base suspension (X, Y, Z)
Critical hard points X Y Z upper longitudinal arm front articulation point A −102.96 −8 115 lower longitudinal arm front articulation point B −102.96 −8 −65 lower longitudinal arm posterior articulation point C −54.21 −200 −65 upper longitudinal arm rear articulation point D −54.21 −200 115 hinge point up the shock absorber O1 −55.46 −108.5 488 hinge point under the shock absorber O1 −55.46 −70.5 −25
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