乘用车悬架KnC特性试验技术与装备研究
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摘要
汽车动力学主要与汽车惯性参数、轮胎力学特性、悬架KnC特性、减振器特性和汽车空气动力学特性等因素有关。目前主要通过调整悬架KnC特性改善汽车动力学性能，因为其它参数可调整的余地较小。而悬架KnC特性试验台则是底盘调校过程中使用率非常高的测试设备。
本文主要内容包括：利用开发的汽车悬架KnC特性试验台测量转向系阿克曼误差以及车轮相对车身的六自由度位移；研究主销定位参数的解算方法；研究轮胎转偏力矩的实车测试方法；建立汽车低速转向动力学模型计算转弯时轮胎力变化特性和方向盘转矩，研究悬架KnC特性对汽车低速转向轻便性的影响。
文章从理论、试验及应用三方面详细研究乘用车悬架KnC特性。悬架抗侧倾及抗纵倾特性和主销定位参数均需要应用动力学理论进行解算，属于论文理论研究部分；参数解算所需数据均来源于汽车悬架KnC特性试验台，试验台的开发属论文试验部分；部分主销定位参数及转向阿克曼误差随车轮转向角不断变化，研究悬架KnC特性对汽车低速转向轻便性的影响属论文应用部分。本文主要工作分为五部分，如下所示：
首先，研究悬架抗纵倾特性和悬架抗侧倾特性的测试方法。
其次，建立轮毂定轴转向模型研究转向过程中主销定位参数对车轮位移的影响。之后，建立ADAMS悬架模型仿真研究车轮上下跳动时等速万向节与水平面夹角对主销驱动力臂的影响。研究结果表明，转向时主销后倾距变化量等于车轮转动角变化量与轮胎负载半径的乘积。转向重力回正力矩与主销内倾角相关，与主销后倾角无关。轮毂定轴转向模型能够根据转向试验数据辨识麦弗逊悬架或双横臂悬架的主销定位参数。
再次，建立轮毂瞬时轴转向模型，根据悬架KnC特性试验台转向工况测试数据解算麦弗逊悬架、双横臂悬架和多连杆悬架的主销定位参数。研究结果表明，当车轮转向角为零时，车轮转动角或轮胎侧倾角对车轮转向角的导数分别等于主销内倾角或主销后倾角的正切值；轮心纵向或侧向位移对车轮转向角的导数分别等于主销侧偏距或主销纵偏距；名义轮胎接地中心纵向或侧向位移对车轮转向角的导数分别等于主销偏移距或主销后倾距。应用ADAMS仿真结果及国外汽车悬架KnC特性试验台测试结果进行验证，对比结果说明轮毂瞬时轴转向模型解算结果准确，满足使用要求。
然后，开发汽车悬架KnC特性试验台测量悬架系统特性。试验台由随动式车轮六向运动测量机构、六分力传感器、四轴解耦加载平台、自动转向机构和电器软件等系统组成。利用开发的随动式车轮六向运动测量机构辨识其相对轮心的位置参数，修正解算模型参数，减小测量误差，保证主销定位参数解算精度。试验台模拟汽车俯仰、侧倾、制动、转弯等工况下车轮受力及垂直运动，测量车轮定位参数变化特性。开发的试验台能够在悬架结构未知的情况下一次性完整测量悬架系统特性，为汽车设计提供巨大便利，目前已在国内多家汽车企业投入使用。
最后，研究轮胎转偏力矩实车测试方法，并建立汽车低速转向动力学模型研究汽车低速转向特性。试验结果显示，前轴驱动汽车低速转弯时后轴轮胎侧偏角为零，轮胎回正力矩等于轮胎转偏力矩。仿真结果表明，轮胎转偏力矩、轮胎转向力矩、转向重力回正力矩及汽车侧向加速度增大方向盘转矩；轮胎侧向力减小方向盘转矩；对于前轴驱动的汽车，转向过程中外侧轮胎纵向力指向汽车后端，保证轮胎力对转弯中心合力矩为零，左右轮胎纵向力与主销侧偏距共同作用，使方向盘转矩增大。
论文主要创新点如下：
首先，利用开发的随动式车轮六向运动测量机构辨识测量机构相对轮心的位置参数，根据位置参数、测量机构结构尺寸及传感器数据解算车轮六自由度位移。
其次，建立轮毂瞬时轴转向模型解算主销定位参数。模型能够根据转向工况车轮六自由位移变化特性解算麦弗逊悬架、双横臂悬架和多连杆悬架主销定位参数。
最后，研究轮胎转偏力矩实车测试方法，建立汽车低速转向动力学模型研究汽车低速转向轻便性。阐明轮胎转偏力矩和转向重力回正力矩是后轴驱动汽车低速转向轻便性的主要影响因素。
Automotive inertial parameters, the tyre characteristics, the suspension kinematics andcompliance characteristics (suspension KnC characteristics in short), the dampercharacteristics and automotive aerodynamics are major factors to the vehicle dynamics. It isvery practical to improve the performance of vehicle dynamics by adjusting the suspensionKnC characteristics when it is very difficult to change other characteristics. And thesuspension kinematics and compliance characteristics test rig is used of high frequency inthe chassis tuning process.
This thesis mainly includes: Developing a suspension kinematics and compliancecharacteristics test rig for the passenger vehicle to measure the Ackermann error and the6-DOF displacements of the wheel relative to the vehicle body; Building a mathematicalmodel to calculate the angles and positions of the kingpin axis based on the steering test data;Finding out a method to test the tyre scrub torque on a moving vehicle; Building a low-speedvehicle dynamics model to study the automotive low-speed portability which could calculatethe hand-wheel torque with the tyre forces and the kingpin geometry parameters.
The study of the suspension KnC characteristics would include the theory research part,testing work and the application part. Calculation of the positions and angles of the kingpinaxis based on steering test data and determining the suspension anti-dive or anti-rollcharacteristics would make up the theory research part. Developing a suspension KnC testrig for the passenger vehicle would make up the test work. Studying effects of thesuspension KnC characteristics to the vehicle slow speed steering portability would make upthe application work when the castor offset and the steering Ackermann error changes withthe road wheel steering angle. The content of this paper includes five parts primarily:
Firstly, the method to calculate the suspension anti-dive characteristics or thesuspension anti-roll characteristics is studied.
Secondly, a mathematical model determining the hub rotating about a fixed axis is builtto research the relationship between the kingpin geometry parameters and the wheel6-DOFdisplacements. An ADAMS suspension model is built to research the influence of theuniversal-joint deflection angle on the traction-force radius. The results prove that the kingpin castor offset would change with the road wheel steering angle due to the kingpininclination angle. The storing torque due to the wheel load is influenced by the kingpininclination angle while having no relationship with the kingpin castor angle. Themathematical model could compute the angles and positions of the kingpin axis based on thesteering test data of a suspension KnC characteristics test rig.
Thirdly, a mathematical model computing the hub rotating about the imaginary kingpinaxis is built to calculate the angles and positions of an imaginary kingpin axis based on thesteering test data of a suspension KnC characteristics test rig. The model shows arelationship between the kingpin positioning parameters and the derivative of the wheel’sdisplacements when the wheel steering angle equals to zero. The kingpin inclination angleequals to the derivative of the wheel rotation angle with respective to the wheel steeringangle. The kingpin castor angle equals to the derivative of the tyre inclination angle. Thecastor offset at wheel centre equals to the derivative of the wheel center lateral displacementwith respective to the wheel steering angle. The steering-axis offset at wheel centre equals tothe derivative of the wheel center longitudinal displacement. The initial value of the castoroffset at ground equals to the derivative of the lateral displacement of the nominal tyrecontact point with respective to the wheel steering angle. The kingpin offset equals to thederivative of the longitudinal displacement of the nominal tyre contact point. The change ofthe castor offset at ground equals to the product of the wheel rotation angle and the wheelload radius. The simulate results of an ADAMS suspension model and the test data of aforeign test bench are used to verify the accuracy of the model. The solver results of themathematical model are accurate, and meet the requirements.
Fourthly, a suspension KnC characteristics test rig is developed to measure6-DOFdisplacements of the wheel and the tyre forces. The suspension kinematics and compliancecharacteristics test rig for the passenger vehicle is composed of two wheel deflectionmeasure systems, two platforms loading wheels in four directions, an automatic steeringmechanism and the software. The wheel deflection measure system could accuratelymeasure6-DOF displacements of the wheel with the sensor data, the system dimensions andthe geometry parameters relative to the wheel which is identified by the measure system.Through simulating bounce and roll of the vehicle body, making up force between the tyreand the road, the test rig measures the alignment parameters. Measurement results areconsistent with that of the foreign test bench. The facility could measure the suspensioncharacteristics with no care of the suspension structure and provide great benefits for the vehicle design. The facility has been put into use in some domestic automotive companies.
Finally, a method is developed to test the scrub torque when the vehicle corning slowly.And a low-speed vehicle dynamics model is built to calculate the tyre lateral force inducedby the Ackermann error and to compute the hand-wheel torque with the tyre forces and thekingpin geometry parameters. Test results show that the tyre aligning moment of the rearaxle equals to the tyre scrub torque when a front-wheel drive car cornering slowly.Simulation results show that the tyre scrub torque, the tyre steering torque, the storing torquedue to the wheel load, and the lateral acceleration would increase the hand-wheel torquewhile the tyre lateral force would decrease it. The aligning moment due to the tyre slip angleshows no effect to the hand-wheel torque. The tyre traction forces of a front-wheel drive carwould increase the hand-wheel torque as the longitudinal force of outer wheel changesdirection to balance the moment of the inner traction force about the cornering centre.
Major Innovations of the Dissertation:
Firstly, a new wheel deflection measure system is developed to measure6-DOFdisplacements of the wheel with the sensor data, the system dimensions and the geometryparameters relative to the wheel that is identified by the measure system.
Secondly, a mathematical model determining the hub to rotate about an imaginarykingpin axis is built to calculate the angles and positions of the kingpin axis. The model is fitto the McPherson suspension, the double wishbone suspension and the multi-linksuspension.
Finally, a method is developed to test the scrub torque when corning slowly. Thelow-speed vehicle dynamics model is built to research the automotive low-speed portability.Simulation results show that the scrub torques and the storing torques are the maininfluencing factors of the hand-wheel torque.
本文主要内容包括：利用开发的汽车悬架KnC特性试验台测量转向系阿克曼误差以及车轮相对车身的六自由度位移；研究主销定位参数的解算方法；研究轮胎转偏力矩的实车测试方法；建立汽车低速转向动力学模型计算转弯时轮胎力变化特性和方向盘转矩，研究悬架KnC特性对汽车低速转向轻便性的影响。
文章从理论、试验及应用三方面详细研究乘用车悬架KnC特性。悬架抗侧倾及抗纵倾特性和主销定位参数均需要应用动力学理论进行解算，属于论文理论研究部分；参数解算所需数据均来源于汽车悬架KnC特性试验台，试验台的开发属论文试验部分；部分主销定位参数及转向阿克曼误差随车轮转向角不断变化，研究悬架KnC特性对汽车低速转向轻便性的影响属论文应用部分。本文主要工作分为五部分，如下所示：
首先，研究悬架抗纵倾特性和悬架抗侧倾特性的测试方法。
其次，建立轮毂定轴转向模型研究转向过程中主销定位参数对车轮位移的影响。之后，建立ADAMS悬架模型仿真研究车轮上下跳动时等速万向节与水平面夹角对主销驱动力臂的影响。研究结果表明，转向时主销后倾距变化量等于车轮转动角变化量与轮胎负载半径的乘积。转向重力回正力矩与主销内倾角相关，与主销后倾角无关。轮毂定轴转向模型能够根据转向试验数据辨识麦弗逊悬架或双横臂悬架的主销定位参数。
再次，建立轮毂瞬时轴转向模型，根据悬架KnC特性试验台转向工况测试数据解算麦弗逊悬架、双横臂悬架和多连杆悬架的主销定位参数。研究结果表明，当车轮转向角为零时，车轮转动角或轮胎侧倾角对车轮转向角的导数分别等于主销内倾角或主销后倾角的正切值；轮心纵向或侧向位移对车轮转向角的导数分别等于主销侧偏距或主销纵偏距；名义轮胎接地中心纵向或侧向位移对车轮转向角的导数分别等于主销偏移距或主销后倾距。应用ADAMS仿真结果及国外汽车悬架KnC特性试验台测试结果进行验证，对比结果说明轮毂瞬时轴转向模型解算结果准确，满足使用要求。
然后，开发汽车悬架KnC特性试验台测量悬架系统特性。试验台由随动式车轮六向运动测量机构、六分力传感器、四轴解耦加载平台、自动转向机构和电器软件等系统组成。利用开发的随动式车轮六向运动测量机构辨识其相对轮心的位置参数，修正解算模型参数，减小测量误差，保证主销定位参数解算精度。试验台模拟汽车俯仰、侧倾、制动、转弯等工况下车轮受力及垂直运动，测量车轮定位参数变化特性。开发的试验台能够在悬架结构未知的情况下一次性完整测量悬架系统特性，为汽车设计提供巨大便利，目前已在国内多家汽车企业投入使用。
最后，研究轮胎转偏力矩实车测试方法，并建立汽车低速转向动力学模型研究汽车低速转向特性。试验结果显示，前轴驱动汽车低速转弯时后轴轮胎侧偏角为零，轮胎回正力矩等于轮胎转偏力矩。仿真结果表明，轮胎转偏力矩、轮胎转向力矩、转向重力回正力矩及汽车侧向加速度增大方向盘转矩；轮胎侧向力减小方向盘转矩；对于前轴驱动的汽车，转向过程中外侧轮胎纵向力指向汽车后端，保证轮胎力对转弯中心合力矩为零，左右轮胎纵向力与主销侧偏距共同作用，使方向盘转矩增大。
论文主要创新点如下：
首先，利用开发的随动式车轮六向运动测量机构辨识测量机构相对轮心的位置参数，根据位置参数、测量机构结构尺寸及传感器数据解算车轮六自由度位移。
其次，建立轮毂瞬时轴转向模型解算主销定位参数。模型能够根据转向工况车轮六自由位移变化特性解算麦弗逊悬架、双横臂悬架和多连杆悬架主销定位参数。
最后，研究轮胎转偏力矩实车测试方法，建立汽车低速转向动力学模型研究汽车低速转向轻便性。阐明轮胎转偏力矩和转向重力回正力矩是后轴驱动汽车低速转向轻便性的主要影响因素。
Automotive inertial parameters, the tyre characteristics, the suspension kinematics andcompliance characteristics (suspension KnC characteristics in short), the dampercharacteristics and automotive aerodynamics are major factors to the vehicle dynamics. It isvery practical to improve the performance of vehicle dynamics by adjusting the suspensionKnC characteristics when it is very difficult to change other characteristics. And thesuspension kinematics and compliance characteristics test rig is used of high frequency inthe chassis tuning process.
This thesis mainly includes: Developing a suspension kinematics and compliancecharacteristics test rig for the passenger vehicle to measure the Ackermann error and the6-DOF displacements of the wheel relative to the vehicle body; Building a mathematicalmodel to calculate the angles and positions of the kingpin axis based on the steering test data;Finding out a method to test the tyre scrub torque on a moving vehicle; Building a low-speedvehicle dynamics model to study the automotive low-speed portability which could calculatethe hand-wheel torque with the tyre forces and the kingpin geometry parameters.
The study of the suspension KnC characteristics would include the theory research part,testing work and the application part. Calculation of the positions and angles of the kingpinaxis based on steering test data and determining the suspension anti-dive or anti-rollcharacteristics would make up the theory research part. Developing a suspension KnC testrig for the passenger vehicle would make up the test work. Studying effects of thesuspension KnC characteristics to the vehicle slow speed steering portability would make upthe application work when the castor offset and the steering Ackermann error changes withthe road wheel steering angle. The content of this paper includes five parts primarily:
Firstly, the method to calculate the suspension anti-dive characteristics or thesuspension anti-roll characteristics is studied.
Secondly, a mathematical model determining the hub rotating about a fixed axis is builtto research the relationship between the kingpin geometry parameters and the wheel6-DOFdisplacements. An ADAMS suspension model is built to research the influence of theuniversal-joint deflection angle on the traction-force radius. The results prove that the kingpin castor offset would change with the road wheel steering angle due to the kingpininclination angle. The storing torque due to the wheel load is influenced by the kingpininclination angle while having no relationship with the kingpin castor angle. Themathematical model could compute the angles and positions of the kingpin axis based on thesteering test data of a suspension KnC characteristics test rig.
Thirdly, a mathematical model computing the hub rotating about the imaginary kingpinaxis is built to calculate the angles and positions of an imaginary kingpin axis based on thesteering test data of a suspension KnC characteristics test rig. The model shows arelationship between the kingpin positioning parameters and the derivative of the wheel’sdisplacements when the wheel steering angle equals to zero. The kingpin inclination angleequals to the derivative of the wheel rotation angle with respective to the wheel steeringangle. The kingpin castor angle equals to the derivative of the tyre inclination angle. Thecastor offset at wheel centre equals to the derivative of the wheel center lateral displacementwith respective to the wheel steering angle. The steering-axis offset at wheel centre equals tothe derivative of the wheel center longitudinal displacement. The initial value of the castoroffset at ground equals to the derivative of the lateral displacement of the nominal tyrecontact point with respective to the wheel steering angle. The kingpin offset equals to thederivative of the longitudinal displacement of the nominal tyre contact point. The change ofthe castor offset at ground equals to the product of the wheel rotation angle and the wheelload radius. The simulate results of an ADAMS suspension model and the test data of aforeign test bench are used to verify the accuracy of the model. The solver results of themathematical model are accurate, and meet the requirements.
Fourthly, a suspension KnC characteristics test rig is developed to measure6-DOFdisplacements of the wheel and the tyre forces. The suspension kinematics and compliancecharacteristics test rig for the passenger vehicle is composed of two wheel deflectionmeasure systems, two platforms loading wheels in four directions, an automatic steeringmechanism and the software. The wheel deflection measure system could accuratelymeasure6-DOF displacements of the wheel with the sensor data, the system dimensions andthe geometry parameters relative to the wheel which is identified by the measure system.Through simulating bounce and roll of the vehicle body, making up force between the tyreand the road, the test rig measures the alignment parameters. Measurement results areconsistent with that of the foreign test bench. The facility could measure the suspensioncharacteristics with no care of the suspension structure and provide great benefits for the vehicle design. The facility has been put into use in some domestic automotive companies.
Finally, a method is developed to test the scrub torque when the vehicle corning slowly.And a low-speed vehicle dynamics model is built to calculate the tyre lateral force inducedby the Ackermann error and to compute the hand-wheel torque with the tyre forces and thekingpin geometry parameters. Test results show that the tyre aligning moment of the rearaxle equals to the tyre scrub torque when a front-wheel drive car cornering slowly.Simulation results show that the tyre scrub torque, the tyre steering torque, the storing torquedue to the wheel load, and the lateral acceleration would increase the hand-wheel torquewhile the tyre lateral force would decrease it. The aligning moment due to the tyre slip angleshows no effect to the hand-wheel torque. The tyre traction forces of a front-wheel drive carwould increase the hand-wheel torque as the longitudinal force of outer wheel changesdirection to balance the moment of the inner traction force about the cornering centre.
Major Innovations of the Dissertation:
Firstly, a new wheel deflection measure system is developed to measure6-DOFdisplacements of the wheel with the sensor data, the system dimensions and the geometryparameters relative to the wheel that is identified by the measure system.
Secondly, a mathematical model determining the hub to rotate about an imaginarykingpin axis is built to calculate the angles and positions of the kingpin axis. The model is fitto the McPherson suspension, the double wishbone suspension and the multi-linksuspension.
Finally, a method is developed to test the scrub torque when corning slowly. Thelow-speed vehicle dynamics model is built to research the automotive low-speed portability.Simulation results show that the scrub torques and the storing torques are the maininfluencing factors of the hand-wheel torque.
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