轿车麦弗逊式悬架设计【机械类毕业-含CAD图纸】
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译文题目： 针对行车控制应用的麦弗逊式悬架系统的新非线性模型学2015年 12月 26日New Nonlinear Model of Macpherson Suspension System for Ride Control ApplicationsAbstract:In this paper, a new nonlinear model of Macpherson suspension system for ride Control applications is proposed. The model includes the vertical acceleration of the sprung mass and the motions of the unsprung mass subjected to control arm rotation. In addition, it considers physical characteristics of the spindle such as mass and inertia moment. This two degree-of-freedom (DOF) model not only provides a more accurate representation of the Macpherson suspension system for ride control applications but also facilitates evaluation of the kinematic parameters such as camber, caster and king-pin angles as well as track alterations on the ride vibrations. The performances of the nonlinear and linear models are investigated and compared. I. INTRODUCTIONThe Macpherson suspension was created by Earl Macpherson in 1949 for the ford company. Due to its light weight and size compatibility this kind of suspension is widely used in different vehicles. Moreover this kind of vehicle is more popular to be found in the front of the car even though it was also used as a rear suspension. Performance requirements for a suspension system are to adequately support the vehicle weight, to provide effective ride quality which means isolation of the chassis against excitations due to road roughness, to maintain the wheels in the appropriate position so as to have a better handling and to keep tire contact with the ground. However it is well known that these requirements are conflicting, for instance to achieve better isolation of the vehicle chassis from road Irregularities, a larger suspension deflection is required with soft damping, while a large damping yields better stability at the expense of comfort. Thus, the idea of incorporating of active or semi-active suspensions can be considered so as to reach these specifications more than those passive one. Based on a simplified two DOF quarter car model, many semi-active and active control algorithms have been developed to handle these conflicting performance requirements. The simplified two DOF quarter car model , so-called conventional model in this paper, represents two lumped masses of a quarter car system. though the conventional model of the suspension has been widely used in suspension control designs, it is not convenient for the evaluation of the suspension kinematic parameters which significantly affect handling performance of the vehicle. Hence, most of the current control algorithms focus on the enhancement of ride quality without considering structural effects. Note that, without considering the effect of the suspension kinematics , the simple model may not be considered effective. Thus the study about the impacts of the suspension kinematics on the dynamical behavior of the system is necessary. Therefore, the need for an accurate model for the Macpherson suspension system becomes increasingly important for ride control design applications.Based on three nonlinear models of the Macpherson suspension, analyzed the dynamical behavior of this system. A spatial model of the Macpherson suspension to study its kinematic and dynamic performances was formulated by Fallah and Suh. Using a three- dimensional model of a Macpherson suspension, Chen and Beale estimated the dynamic parameters of the mechanism. Although these models are useful in analyzing the structure, they are not suitable for ride control design. Moreover, a three-dimensional model of the Macpherson suspension was employed by Ro and Kim for parameter identification and also for ride control, however, this model, as the previous models, was not applicable for observation of the kinematic parameters. Sohn, et al proposed a new model of the Macpherson suspension for ride control purposes. Nevertheless, in that model the structure and properties of the spindle have not been taken into consideration.In this paper, a comprehensive model of the Macpherson strut wheel suspension system with spindle properties is proposed for ride control applications. The model considers the kinematic properties, the vertical acceleration of the sprung mass and the motions of the unsprung mass subjected to control arm rotation. In addition, it includes physical characteristics of the spindle such as mass and inertia moment. With this model, it is convenient to observe the suspension kinematic parameters subjected to control actuation force, designed to improve the ride quality.II. NEW MODEL OF MACPHERSON SUSPENSION FOR ACTIVE CONTROL APPLICATIONSTo model a Macpherson suspension system for control application, one should take into account both the kinematics and dynamics of the system subjected to the actuation force and road disturbances.Consider a Macpherson suspension system excited by road disturbance. It comprises a quarter-car body, a spindle and a tire, a helical spring, control arm, load disturbance and an actuation force. The structure has two degrees of freedom including vertical displacement of the sprung mass and rotational motion of the control arm when the mass of the strut is ignored. In this research, we focus on building a two DOF model of a Macpherson suspension system.The detailed assumptions in this modeling are made as follows: The sprung mass has only vertical displacement while movements in other directions are ignored. The unsprung mass is connected to the car body through the damper and spring as well as the control arm. Vertical displacement of the sprung mass, rotational displacement of the control arm, are measured from the static equilibrium position and are considered as generalized coordinates. It is assumed that, in the equilibrium condition, the camber angle is zero. Compared to the other links, the mass and stiffness of the strut are neglected. The spring and tire deflections and the damping force are assumed to be in the linear regions of their operation ranges.III. SIMULATION AND VERIFICATION OF MODELA. Comparison of the conventional, linear and nonlinear modelsThe output variables of the conventional model are the vertical displacements of the sprung mass and the unsprung mass whereas in the new model the output vector consists of the displacement of the sprung mass and the angular displacement of the control arm. Thus, the displacement of the sprung mass, is considered as the output variable in order to compare the two models . As suspension on the ride comfort, specially, in the high frequency ranges. Compares the acceleration transmissibility of three models for frequencies between 0- 20 Hz. The linear model represents a good performance of the nonlinear model for the frequencies between 0-5 Hz. However, the conventional model shows the performance of the Macpherson suspension systems with some discrepancies.B. Evaluation of the kinematic parametersSome of the main kinematical parameters which are important in chassis design and affect handling and stability of the vehicle are 1) camber angle; 2) kingpin angle 3) caster angle 4) track. Camber angle alterations are due to rubbing of tires and produce lateral forces acting on the wheel and cause the vehicle to steer to one side. Alterations of kingpin and caster angles affect the self aligning torques and consequently affect the stability and handling of the vehicle when wheels bounce or rebound. When the wheels travel on a bump and rebound, the track changes cause the rolling tire to slip and, also produce lateral forces. In the following simulations, we set the step input for road disturbance equal to 100 mm and time step equal to 0.0001 (s). The camber angle, is the angle between the wheel center plane and a vertical line to the road. In definition, the steering axis is the line passing through the point D and A in the three-dimensional case and the kingpin angle is the angle between the projection of the steering axis on y-z plane and the vertical line to the road. The angle between the projection of the steering axis on the x-z plane and the vertical line to the road is defined as caster angle. The performance of this parameter is illustrated. Track is the lateral distance between the centers of the front wheels. It is obvious that, unlike the previous parameters, the linearization has a large impact on the track. As a result, linear model is not sufficiently accurate for studying the track behavior.IV. CONLUSIONA new nonlinear model of Macpherson suspension is proposed and equations of motion are derived. The new model is more general than conventional model where the structural kinematics and spindle properties are taken into account. In addition, the new model allows investigation of the suspension kinematic parameters affecting on handling and stability of the vehicle while it is impossible or difficult using the other models proposed for the Macpherson suspension in the case of ride control implementation. The nonlinear and linear responses of the model are investigated and shown that the linear model is a good approximation of the nonlinear model for ride quality assessment. However, for evaluation of the kinematic parameter performances nonlinear kinematic relations are used which provide a more accurate study of handling performance and stability condition of the vehicle.针对行车控制应用的麦弗逊式悬架系统的新非线性模型摘要:在本文中，提出了一种对于驾驶控制应用的麦弗逊式悬架系统新的非线性模型。这种模型包括了悬挂质量的垂直加速度，并且进行控制臂转动的非悬挂质量的运动。除此之外，它还考虑了主轴的物理特性，例如质量和惯性力矩。这种双自由度的模型不仅为驾驶控制应用提供了麦弗逊式悬架系统更准确的表示，同时也方便评估运动学参数如外倾角，脚轮和主销角度以及振动轨道的改变。对非线性和线性模型的性能进行了研究和比较。一 引言麦弗逊式悬架是1949年麦弗逊式伯爵在福特公司创造的。由于它的轻重量和尺寸兼容性，这种悬架被广泛用于不同的车辆。此外，这种悬架更加流行的是装在汽车的前部，尽管它也被用作一个后悬架。悬架系统的性能是要求充分支撑车辆的重量，以提供有效的乘坐品质，这意味着针对由于路面不平导致机架与底盘隔离，维持轮子在适当的位置上，以便具有一个更好的操控，并保持与地面的轮胎接触。然而，众所周知的是，这些要求是相互矛盾的。例如，在不平顺的道路中，汽车底盘能获得更好的隔离，一个更大的悬架偏转需要具有柔和减震，而较大的减震实在牺牲舒适性的前提下产生更好的稳定性。因此，可以考虑纳入主动或半主动悬架的想法达成这些规格。基于简化的双自由度汽车模型，许多半主动和主动控制算法已经被开发来处理这些相互矛盾的性能要求。简化双自由度汽车模型，在这篇文章中就是所谓的常规模型，表示两个集中质量的汽车系统。虽然悬架的传统模型中悬架控制设计已被广泛使用，这不便于悬架运动学参数有对明显影响车辆处理性能的评价。因此，大多数的电流控制算法注重乘车质量的提高，而不考虑结构性影响。需要注意的是，在不考虑悬架运动学的影响，简单的模型可能被认为是无效的。因此对悬架运动学上系统的动力学行为的影响研究是必要的。因此，需要对行驶平顺性控制设计应用了麦弗逊悬架系统的精确模型变得越来越重要。基于对麦弗逊悬架的三种非线性模型，分析了该系统的动力学行为。研究麦弗逊式悬架运动学和动力学性能的空间模型是法拉赫和徐制定的。利用麦弗逊式悬架的三维模型，陈和比尔估算该机构的动态参数。虽然这些模型对分析构造是有用的，但是它们不适合于驾驶控制设计。此外，麦弗逊式前悬架的三维模型被荣和金用来识别参数，也用来识别行驶平顺性。然而，因为以前的型号，这种模式并不适用于运动学参数研究的观察。孙某等人提出了一种麦弗逊式悬架行车控制目的的新模式。然而，在该模型中的构造和主轴的性质没有考虑进去。在本文中，麦弗逊式悬架支柱车轮悬架系统与主轴性能的综合模型运用在行车控制运用中。该模型考虑了运动学特性，悬挂质量的垂直加速度，并进行控制臂转动的非悬挂质量的运动。除此之外，它还包括了主轴物理特性，例如质量和惯性力矩。使用此模型，它可以很方便地观察悬架运动学参数受到的驱动力，旨在提高行车的的品质。二 新麦弗逊式悬架主动控制应用程序模型为了模拟控制应用中的麦弗逊式悬架系统，其中应考虑到遭受的驱动力和道路干扰的运动学和动力学系统。考虑路面干扰励磁的
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