基于直接横摆力偶矩控制的中置轴汽车列车操纵稳定性研究  

Research on Handling Stability of Centre Axle Trailer Train Based on Direct Yaw Moment Control

作　　者：任泽凯 张京明[2] 张浩[1] 董金松[1] 张红卫[1] Ren Zekai Zhang Jingming Zhang Hao Dong Jinsong Zhang Hongwei(Key Laboratory of Operation Safety Technology on Transport Vehicles, Research Institute of Highway, Ministry of Transport, Beijing 100088 Harbin Institute of Technology, Weihai 264209)

机构地区：[1]交通运输部公路科学研究院,运输车辆运行安全技术交通行业重点实验室,北京100088 [2]哈尔滨工业大学,威海264209

出　　处：《汽车技术》2017年第5期6-13,共8页Automobile Technology

基　　金：交通运输部应用基础研究项目(2014319223020);中央级公益性科研院所基本科研业务费专项资金项目(2015-9019)

摘　　要：建立了中置轴汽车列车4自由度参考模型及多自由度非线性仿真模型,并通过单移线实车试验验证了模型的正确性。利用模糊控制和PID控制方法建立了中置轴汽车列车横摆力偶矩控制(DYC)模型,通过TrukSim及Simulink建立了联合仿真平台,并进行不同附着系数路面上单移线仿真。仿真结果表明,施加DYC后,列车低附着系数路面横摆角速度后部放大系数和质心侧偏角后部放大系数分别减小26.5%、29.9%,最大铰接角速度减小18.4%,大幅改善了中置轴汽车列车的操纵稳定性,降低了折叠事故发生的可能性。Reference dynamic model of centre axle trailer train with 4-DOF and nonlinear simulation model with multi-DOF were established. Single lane change test was carried out to verify the correctness of the models. Direct Yaw moment Control （DYC） model was constructed based on PID and fuzzy control. Single lane change test simulations with different road adhesion coefficients were carried out through the established co-simulation platform based on TruekSim and Simulink. Simulation results showed that DYC could improve handling stability of centre axle trailer train obviously as the rear amplifications for yaw rate and sideslip angle were reduced by 26.5% and 29.9% respectively. The maximum articulated angle rate was reduced by 18.4% and handling stability of centre axle trailer train was improved obviously, decreasing the possibility of jackknifing occurring.

关 键 词：操纵稳定性 横摆力偶矩控制 中置轴汽车列车 模糊控制 

分 类 号：U469.5[机械工程—车辆工程]