CN113065192A - Method for analyzing key indexes of control stability - Google Patents
Method for analyzing key indexes of control stability Download PDFInfo
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Abstract
The invention relates to the technical field of automobiles, in particular to a method for analyzing key indexes of operation stability. The key index of the operating stability of the vehicle is equivalent to the understeer degree alpha of the whole vehicletotalAnd understeer α of the entire vehicletotalDecomposition is carried out. Key steering stability indicators for the vehicle include weight, axle aligning moment, roll toe, roll camber, lateral toe, lateral camber, aligning moment toe, and aligning moment camber. In the design stage of chassis performance concept, the method can be used for the conventional suspension K only by a small number of parameters&C, fast analyzing and evaluating the characteristics of the tire, and can also be used for the tire and the suspension system K&And C, adjusting and optimizing the characteristic, thereby guiding the design of the system scheme.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a method for analyzing key indexes of operation stability.
Background
The existing finished automobile index decomposition technology comprises the following steps: one method is to utilize a two-degree-of-freedom motorcycle model to carry out yaw statics analysis on the whole motorcycle only by considering the influence of tire characteristics to obtain the relation between the indexes of the whole motorcycle and the tire characteristics, and does not consider the factors such as suspension flexibility and the like; one method is to establish a vehicle dynamics model, because the degree of freedom is too much, the model is too complex, although the analysis precision is higher, the decomposition and synthesis of a vehicle system become difficult to realize due to complex input-output relations, meanwhile, in the initial stage of project development, the performance target decomposition in forward development is carried out, the obtained modeling parameters are less, the specific structural parameters of the system are not completely determined, and detailed modeling is difficult.
Disclosure of Invention
The invention provides a method for analyzing key indexes of steering stability, which can quickly analyze and evaluate the characteristics of the conventional suspension K & C and tires by only a small number of parameters at the design stage of chassis performance concepts, and can adjust and optimize the characteristics of the tires and the suspension system K & C, thereby guiding the design of a system scheme and solving the problems of the conventional whole vehicle index analysis method.
The technical scheme of the invention is described as follows by combining the attached drawings:
a method for analyzing key indexes of operation stability is to equate the key indexes of operation stability of vehicle to understeer degree alpha of whole vehicletotalAnd understeer α of the entire vehicletotalDecomposition is carried out.
Key steering stability indicators for the vehicle include weight, axle aligning moment, roll toe, roll camber, lateral toe, lateral camber, aligning moment toe, and aligning moment camber.
Equating the weight to a first front tire compliance αTMfAnd first rear tire compliance αTMr(ii) a Equating the axle aligning moment to a second front tire compliance αTNfAnd a second rear tire compliance αTNr(ii) a Equating the roll camber to a first front axle compliance
And first rear axle compliance
Equating the lateral force camber to a second front axle compliance αGyfAnd a second rear axle compliance αGyr(ii) a Will return to the outside of the normal momentTilt equivalent to third front axle compliance αGnfAnd third rear axle compliance αGnr。
The understeer degree alpha of the whole vehicletotalIncluding the sum of the compliance of the front axle αftotalAnd the sum of the rear axle compliance αrtotal(ii) a The method specifically comprises the following steps:
in the formula, alphaTMfRepresenting a first front tire compliance; alpha is alphaTNfRepresenting a second front tire compliance;
indicating a front axle roll toe;
indicating roll camber; alpha is alphaEyfRepresenting front axle lateral force toe-in; alpha is alphaGyfRepresenting a second front axle compliance; alpha is alphaEnfRepresenting toe-in of front axle aligning torque; alpha is alphaGnfRepresenting a third front axle compliance; alpha is alphaTMrRepresenting a first rear tire compliance; alpha is alphaTNrIndicating a second rear tire compliance;
indicating a rear axle roll toe;
representing a first rear axle compliance; alpha is alphaEyrIndicating a rear axle lateral force toe-in; alpha is alphaGyrRepresenting a second rear axle compliance; alpha is alphaEnrRepresenting a rear axle aligning moment toe-in; alpha is alphaGnrIndicating a third rear axle compliance.
A is saidTMf＝Mfg/(2Cαf) (ii) a Wherein M isfRepresenting the front axle mass of the whole vehicle; g represents the gravitational acceleration; cαfRepresenting the front axle tire sidewall deflection stiffness; alpha is alphaTMr＝Mrg/(2Cαr) (ii) a Wherein M isrRepresenting the mass of a rear axle of the whole vehicle; g represents weightA force acceleration; cαrRepresenting the tire sidewall deflection stiffness of the rear axle; alpha is alphaTNf＝-(Nf+Nr)/(2LCαf) (ii) a Wherein N isfRepresenting fore and aft moments; n is a radical ofrRepresenting the moment of the rear axle; l represents a wheel base; cαfRepresenting the front axle tire sidewall deflection stiffness; alpha is alphaTNr＝-(Nf+Nr)/(2LCαr) (ii) a Wherein N isfRepresenting fore and aft moments; n is a radical ofrRepresenting the moment of the rear axle; l represents a wheel base; cαrRepresenting the tire sidewall deflection stiffness of the rear axle;
wherein phi represents a vehicle body roll angle gradient;
representing a front suspension roll toe gradient;
wherein phi represents a vehicle body roll angle gradient;
representing a rear suspension roll toe gradient;
wherein phi represents a vehicle body roll angle gradient;
representing a front suspension roll camber gradient; cgfRepresenting front axle tire lateral force camber stiffness; cαfRepresenting the front axle tire sidewall deflection stiffness;
wherein phi represents a vehicle body roll angle gradient;
representing a rear suspension roll camber gradient; cgrRepresenting the camber stiffness of the rear axle tire lateral force; cαrAfter being expressedThe wheelside deflection stiffness; alpha is alphaEyf＝Eyf(Yf-Mufg) 2; wherein E isyfRepresenting toe gradient, Y, of front suspension lateral forcefRepresenting a lateral force of a front axle of the vehicle; mufRepresenting the unsprung mass of the front axle; g represents the gravitational acceleration; alpha is alphaEyr＝Eyr(Yr-Murg) 2; wherein E isyrRepresenting toe gradient, Y, of rear suspension lateral forcerRepresenting a lateral force of a rear axle of the vehicle; murRepresenting the rear axle unsprung mass; g represents the gravitational acceleration; alpha is alphaGyf＝GyfCgf(Yf-Mufg)/(2Cαf) (ii) a Wherein G isyfRepresenting a front suspension lateral force camber gradient; cgfRepresenting front axle tire lateral force camber stiffness; y isfRepresenting a lateral force of a front axle of the vehicle; mufRepresenting the unsprung mass of the front axle; g represents the gravitational acceleration; cαfRepresenting the front axle tire sidewall deflection stiffness; alpha is alphaGyr＝GyrCgr(Yr-Murg)/(2Cαr) (ii) a Wherein G isyrRepresenting a rear suspension lateral force camber gradient; cgrRepresenting the camber stiffness of the rear axle tire lateral force; y isrRepresenting a lateral force of a rear axle of the vehicle; murRepresenting the rear axle unsprung mass; g represents the gravitational acceleration; cαrRepresenting the tire sidewall deflection stiffness of the rear axle; alpha is alphaEnf＝EnfNf2; wherein E isnfRepresenting a toe gradient of a front suspension aligning moment; n is a radical offRepresenting the moment of the front axle; alpha is alphaEnr＝EnrNr2; wherein E isnrRepresenting a toe-in gradient of a rear suspension aligning moment; n is a radical ofrRepresenting the moment of the rear axle; alpha is alphaGnf＝-GnfCgfNf/(2Cαf) (ii) a Wherein G isnfRepresenting the camber gradient of the front axle aligning moment; cgfRepresenting front axle tire lateral force camber stiffness; n is a radical offRepresenting the moment of the front axle; cαfRepresenting the front axle tire sidewall deflection stiffness; alpha is alphaGnr＝-GnrCgrNr/(2Cαr) (ii) a Wherein G isnrRepresenting the camber gradient of the rear axle aligning moment; cgrIndicating rear axle tire sideCamber stiffness; n is a radical ofrRepresenting the moment of the rear axle; cαrIndicating the rear axle tire sidewall deflection stiffness.
Said Y isf、Yr、Nf、NrCalculated by the following formula:
Yf+Yr-(Mf+Mr)ay＝0 (1)
Yfa-Yrb+Nf+Nr＝0 (2)
Yf＝-2Cαfαf+2Cgfgf (3)
Yr＝-2Cαrαr+2Cgrgr (4)
Nf＝2Nαfαf+2Ngfgf (5)
Nr＝2Nαrαr+2Ngrgr (6)
gf＝-Gφfφ-GyfWsfay/2+GnfNf/2 (7)
gr＝Gφrφ+GyrWsray/2-GnrNr/2 (8)
wherein, YfRepresenting a lateral force of a front axle of the vehicle; y isrRepresenting a lateral force of a rear axle of the vehicle; mfRepresenting the front axle mass of the whole vehicle; mrRepresenting the mass of a rear axle of the whole vehicle; a isyIndicating lateral acceleration, i.e. ayG ═ g; a represents the distance of the center of mass of the vehicle from the front axle; b represents the distance of the vehicle center of mass from the rear axle; n is a radical offRepresenting the moment of the front axle; n is a radical ofrRepresenting the moment of the rear axle; cαfRepresenting the front axle tire sidewall deflection stiffness; alpha is alphafRepresenting the front tire total slip angle; cgfRepresenting front axle tire lateral force camber stiffness; gfRepresenting the total camber angle of the front axle; cαrRepresenting the tire sidewall deflection stiffness of the rear axle; alpha is alpharRepresenting the rear tire total slip angle; cgrRepresenting the camber stiffness of the rear axle tire lateral force; grRepresenting the total camber angle of the rear axle; n is a radical ofαfRepresenting the front axle aligning moment lateral deviation rigidity; n is a radical ofgfRepresenting the camber stiffness of the front axle aligning moment; n is a radical ofαrRepresenting the cornering stiffness of the rear axle aligning moment; n is a radical ofgrRepresenting the camber stiffness of the rear axle aligning moment; gφfRepresenting a front suspension roll camber gradient; phi represents the vehicle body roll angle gradient; gyfRepresenting a front suspension lateral force camber gradient; wsfRepresenting the front axle sprung mass; gnfRepresenting the camber gradient of the front axle aligning moment; gφrRepresenting a rear suspension roll camber gradient; gyrRepresenting a rear suspension lateral force camber gradient; wsrRepresenting the rear axle sprung mass; gnrRepresenting the camber gradient of the rear axle aligning moment;
the formula (1) - (8) is expressed as a matrix form [ K ]]×[U]＝[F]Solving to obtain the lateral force Y of the front and rear shafts under 1gf、YrAnd a aligning moment Nf、Nr；
The invention has the beneficial effects that:
in the chassis performance concept design stage, the method can quickly analyze and evaluate the characteristics of the conventional suspension K & C and the tire by only a small number of parameters, and can also adjust and optimize the characteristics of the tire and the suspension system K & C so as to guide the design of a system scheme.
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In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
FIG. 1 is an exploded view of an understeer indicator.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1, a method for analyzing key indexes of steering stability, the invention considers the static coupling effect of lateral acceleration and yaw velocity movement, ignores inertia and damping of other degrees of freedom, and performs vehicle yaw statics analysis under the condition of lateral acceleration of 1 g.
The key index of the operating stability of the vehicle is equivalent to the understeer degree alpha of the whole vehicletotalAnd understeer α of the entire vehicletotalDecomposition is carried out. The understeer degree is one of the most important indexes of vehicle yaw statics, and factors influencing the understeer degree comprise axle load, tire characteristics and a suspension K&And C characteristic.
Key steering stability indicators for the vehicle include weight, axle aligning moment, roll toe, roll camber, lateral toe, lateral camber, aligning moment toe, and aligning moment camber.
Equating the weight to a first front tire compliance αTMfAnd first rear tire compliance αTMr(ii) a Equating the axle aligning moment to a second front tire compliance αTNfAnd a second rear tire compliance αTNr(ii) a Tilt the roll outward, etc
And first rear axle compliance
Equating the lateral force camber to a second front axle compliance αGyfAnd a second rear axle compliance αGyr(ii) a Equating the aligning moment camber to the third front axle compliance alphaGnfAnd third rear axle compliance αGnr。
The understeer degree alpha of the whole vehicletotalIncluding the sum of the compliance of the front axle αftotalAnd the sum of the rear axle compliance αrtotal(ii) a The method specifically comprises the following steps:
in the formula, alphaTMfRepresenting a first front tire compliance; alpha is alphaTNfRepresenting a second front tire compliance;
indicating a front axle roll toe;
indicating roll camber; alpha is alphaEyfRepresenting front axle lateral force toe-in; alpha is alphaGyfRepresenting a second front axle compliance; alpha is alphaEnfRepresenting toe-in of front axle aligning torque; alpha is alphaGnfRepresenting a third front axle compliance; alpha is alphaTMrRepresenting a first rear tire compliance; alpha is alphaTNrIndicating a second rear tire compliance;
indicating a rear axle roll toe;
representing a first rear axle compliance; alpha is alphaEyrIndicating a rear axle lateral force toe-in; alpha is alphaGyrRepresenting a second rear axle compliance; alpha is alphaEnrRepresenting a rear axle aligning moment toe-in; alpha is alphaGnrIndicating a third rear axle compliance.
A is saidTMf＝Mfg/(2Cαf) (ii) a Wherein M isfRepresenting the front axle mass of the whole vehicle; g represents the gravitational acceleration; cαfRepresenting the front axle tire sidewall deflection stiffness; alpha is alphaTMr＝Mrg/(2Cαr) (ii) a Wherein M isrRepresenting the mass of a rear axle of the whole vehicle; g represents the gravitational acceleration; cαrRepresenting the tire sidewall deflection stiffness of the rear axle; alpha is alphaTNf＝-(Nf+Nr)/(2LCαf) (ii) a Wherein N isfRepresenting fore and aft moments; n is a radical ofrRepresenting the moment of the rear axle; l represents a wheel base; cαfRepresenting the front axle tire sidewall deflection stiffness; alpha is alphaTNr＝-(Nf+Nr)/(2LCαr) (ii) a Wherein N isfRepresenting fore and aft moments; n is a radical ofrRepresenting the moment of the rear axle; l represents a wheel base; cαrRepresenting the tire sidewall deflection stiffness of the rear axle;
wherein phi represents a vehicle body roll angle gradient;
representing a front suspension roll toe gradient;
wherein phi represents a vehicle body roll angle gradient;
representing a rear suspension roll toe gradient;
wherein phi represents a vehicle body roll angle gradient;
representing a front suspension roll camber gradient; cgfRepresenting front axle tire lateral force camber stiffness; cαfRepresenting the front axle tire sidewall deflection stiffness;
wherein phi represents a vehicle body roll angle gradient;
representing a rear suspension roll camber gradient; cgrRepresenting the camber stiffness of the rear axle tire lateral force; cαrRepresenting the tire sidewall deflection stiffness of the rear axle; alpha is alphaEyf＝Eyf(Yf-Mufg) 2; wherein E isyfRepresenting toe gradient, Y, of front suspension lateral forcefRepresenting a lateral force of a front axle of the vehicle; mufRepresenting the unsprung mass of the front axle; g represents the gravitational acceleration; alpha is alphaEyr＝Eyr(Yr-Murg) 2; wherein E isyrRepresenting toe gradient, Y, of rear suspension lateral forcerRepresenting a lateral force of a rear axle of the vehicle; murRepresenting the rear axle unsprung mass; g represents the gravitational acceleration; alpha is alphaGyf＝GyfCgf(Yf-Mufg)/(2Cαf) (ii) a Wherein G isyfRepresenting a front suspension lateral force camber gradient; cgfRepresenting front axle tire lateral force camber stiffness; y isfRepresenting a lateral force of a front axle of the vehicle; mufRepresenting the unsprung mass of the front axle; g represents the gravitational acceleration; cαfRepresenting the front axle tire sidewall deflection stiffness; alpha is alphaGyr＝GyrCgr(Yr-Murg)/(2Cαr) (ii) a Wherein G isyrRepresenting a rear suspension lateral force camber gradient; cgrRepresenting the camber stiffness of the rear axle tire lateral force; y isrRepresenting a lateral force of a rear axle of the vehicle; murRepresenting the rear axle unsprung mass; g represents the gravitational acceleration; cαrRepresenting the tire sidewall deflection stiffness of the rear axle; alpha is alphaEnf＝EnfNf2; wherein E isnfRepresenting a toe gradient of a front suspension aligning moment; n is a radical offRepresenting the moment of the front axle; alpha is alphaEnr＝EnrNr2; wherein E isnrRepresenting a toe-in gradient of a rear suspension aligning moment; n is a radical ofrRepresenting the moment of the rear axle; alpha is alphaGnf＝-GnfCgfNf/(2Cαf) (ii) a Wherein G isnfRepresenting the camber gradient of the front axle aligning moment; cgfRepresenting front axle tire lateral force camber stiffness; n is a radical offRepresenting the moment of the front axle; cαfRepresenting the front axle tire sidewall deflection stiffness; alpha is alphaGnr＝-GnrCgrNr/(2Cαr) (ii) a Wherein G isnrRepresenting the camber gradient of the rear axle aligning moment; cgrRepresenting the camber stiffness of the rear axle tire lateral force; n is a radical ofrRepresenting the moment of the rear axle; cαrIndicating the rear axle tire sidewall deflection stiffness.
Said Y isf、Yr、Nf、NrCalculated by the following formula:
Yf+Yr-(Mf+Mr)ay＝0 (1)
Yfa-Yrb+Nf+Nr＝0 (2)
Yf＝-2Cαfαf+2Cgfgf (3)
Yr＝-2Cαrαr+2Cgrgr (4)
Nf＝2Nαfαf+2Ngfgf (5)
Nr＝2Nαrαr+2Ngrgr (6)
gf＝-Gφfφ-GyfWsfay/2+GnfNf/2 (7)
gr＝Gφrφ+GyrWsray/2-GnrNr/2 (8)
wherein, YfRepresenting a lateral force of a front axle of the vehicle; y isrRepresenting a lateral force of a rear axle of the vehicle; mfRepresenting the front axle mass of the whole vehicle; mrRepresenting the mass of a rear axle of the whole vehicle; a isyIndicating lateral acceleration, i.e. ayG ═ g; a represents the distance of the center of mass of the vehicle from the front axle; b represents the distance of the vehicle center of mass from the rear axle; n is a radical offRepresenting the moment of the front axle; n is a radical ofrRepresenting the moment of the rear axle; cαfRepresenting the front axle tire sidewall deflection stiffness; alpha is alphafRepresenting the front tire total slip angle; cgfRepresenting front axle tire lateral force camber stiffness; gfRepresenting the total camber angle of the front axle; cαrRepresenting the tire sidewall deflection stiffness of the rear axle; alpha is alpharRepresenting the rear tire total slip angle; cgrRepresenting the camber stiffness of the rear axle tire lateral force; grRepresenting the total camber angle of the rear axle; n is a radical ofαfRepresenting the front axle aligning moment lateral deviation rigidity; n is a radical ofgfIndicating front axle alignmentMoment camber stiffness; n is a radical ofαrRepresenting the cornering stiffness of the rear axle aligning moment; n is a radical ofgrRepresenting the camber stiffness of the rear axle aligning moment; gφfRepresenting a front suspension roll camber gradient; phi represents the vehicle body roll angle gradient; gyfRepresenting a front suspension lateral force camber gradient; wsfRepresenting the front axle sprung mass; gnfRepresenting the camber gradient of the front axle aligning moment; gφrRepresenting a rear suspension roll camber gradient; gyrRepresenting a rear suspension lateral force camber gradient; wsrRepresenting the rear axle sprung mass; gnrRepresenting the camber gradient of the rear axle aligning moment;
the formula (1) - (8) is expressed as a matrix form [ K ]]×[U]＝[F]Solving to obtain the lateral force Y of the front and rear shafts under 1gf、YrAnd a aligning moment Nf、Nr；
The embodiment takes the estimation and the decomposition of the understeer degree of a certain vehicle model as an example to explain the using process of the invention:
TABLE 1 Whole vehicle input parameters
The following table is an understeer degree decomposition index which is divided into a suspension K & C index and a tire performance index, and in the understeer degree index decomposition, the parameters are used as decomposition indexes to determine an optimization range and provide a system engineering target; in understeer performance prediction, these parameters are known parameters and engineering estimates the overall vehicle understeer. The values in the table below are derived from K & C and test data for tire characteristics.
TABLE 2 decomposition index
Using the above parameters, the front and rear axle lateral forces Y are calculated from the matrix [ K [ × [ U [ ═ F ] [ K [ [ U [ ] [ [ F ] ]f、YrAnd a aligning moment Nf、Nr。
The understeer degree of the vehicle is 2.58 degrees/g, the vehicle type understeer degree is decomposed into the contribution amount including various factors of a tire and a suspension K & C, and the specific results are as follows:
TABLE 3 decomposition chart of total compliance
As can be seen from the results in Table 3, the understeer index of the whole vehicle can be decomposed into K & C characteristic indexes of the tire and suspension system, and the system indexes are set to guide the design.
Although the preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, the scope of the present invention is not limited to the specific details of the above embodiments, and any person skilled in the art can substitute or change the technical solution of the present invention and its inventive concept within the technical scope of the present invention, and these simple modifications belong to the scope of the present invention.
It should be noted that the various technical features described in the above embodiments can be combined in any suitable manner without contradiction, and the invention is not described in any way for the possible combinations in order to avoid unnecessary repetition.
In addition, any combination of the various embodiments of the present invention is also possible, and the same should be considered as the disclosure of the present invention as long as it does not depart from the spirit of the present invention.
Claims (6)
1. A method for analyzing key indexes of operation stability is characterized in that the key indexes of the operation stability of a vehicle are equivalent to the understeer degree alpha of the whole vehicletotalAnd understeer α of the entire vehicletotalDecomposition is carried out.
2. A method for handling stability key indicator analysis according to claim 1, wherein the handling stability key indicators of the vehicle include weight, axle aligning moment, roll toe, roll camber, lateral force toe, lateral force camber, aligning moment toe and aligning moment camber.
3. A method for handling stability key indicator analysis according to claim 2, characterized by equating the weight to a first front tire compliance αTMfAnd first rear tire compliance αTMr(ii) a Equating the axle aligning moment to a second front tire compliance αTNfAnd a second rear tire compliance αTNr(ii) a Equating the roll camber to a first front axle compliance
And first rear axle compliance
Equating the lateral force camber to a second front axle compliance αGyfAnd a second rear axle compliance αGyr(ii) a Equating the aligning moment camber to the third front axle compliance alphaGnfAnd third rear axle compliance αGnr。
4. Method for handling stability key indicator analysis according to claim 3The method is characterized in that the understeer degree alpha of the whole vehicletotalIncluding the sum of the compliance of the front axle αftotalAnd the sum of the rear axle compliance αrtotal(ii) a The method specifically comprises the following steps:
in the formula, alphaTMfRepresenting a first front tire compliance; alpha is alphaTNfRepresenting a second front tire compliance;
indicating a front axle roll toe;
indicating roll camber; alpha is alphaEyfRepresenting front axle lateral force toe-in; alpha is alphaGyfRepresenting a second front axle compliance; alpha is alphaEnfRepresenting toe-in of front axle aligning torque; alpha is alphaGnfRepresenting a third front axle compliance; alpha is alphaTMrRepresenting a first rear tire compliance; alpha is alphaTNrIndicating a second rear tire compliance;
indicating a rear axle roll toe;
representing a first rear axle compliance; alpha is alphaEyrIndicating a rear axle lateral force toe-in; alpha is alphaGyrRepresenting a second rear axle compliance; alpha is alphaEnrRepresenting a rear axle aligning moment toe-in; alpha is alphaGnrIndicating a third rear axle compliance.
5. The method for manipulating a stability key indicator analysis according to claim 4, wherein said α isTMf＝Mfg/(2Cαf) (ii) a Wherein M isfRepresenting the front axle mass of the whole vehicle; g represents the gravitational acceleration; cαfIndicating front axle wheelsSidewall deflection stiffness; alpha is alphaTMr＝Mrg/(2Cαr) (ii) a Wherein M isrRepresenting the mass of a rear axle of the whole vehicle; g represents the gravitational acceleration; cαrRepresenting the tire sidewall deflection stiffness of the rear axle; alpha is alphaTNf＝-(Nf+Nr)/(2LCαf) (ii) a Wherein N isfRepresenting fore and aft moments; n is a radical ofrRepresenting the moment of the rear axle; l represents a wheel base; cαfRepresenting the front axle tire sidewall deflection stiffness; alpha is alphaTNr＝-(Nf+Nr)/(2LCαr) (ii) a Wherein N isfRepresenting fore and aft moments; n is a radical ofrRepresenting the moment of the rear axle; l represents a wheel base; cαrRepresenting the tire sidewall deflection stiffness of the rear axle;
wherein phi represents a vehicle body roll angle gradient;
representing a front suspension roll toe gradient;
wherein phi represents a vehicle body roll angle gradient;
representing a rear suspension roll toe gradient;
wherein phi represents a vehicle body roll angle gradient;
representing a front suspension roll camber gradient; cgfRepresenting front axle tire lateral force camber stiffness; cαfRepresenting the front axle tire sidewall deflection stiffness;
wherein phi represents a vehicle body roll angle gradient;
representing a rear suspension roll camber gradient; cgrRepresenting the camber stiffness of the rear axle tire lateral force; cαrRepresenting the tire sidewall deflection stiffness of the rear axle; alpha is alphaEyf＝Eyf(Yf-Mufg) 2; wherein E isyfRepresenting toe gradient, Y, of front suspension lateral forcefRepresenting a lateral force of a front axle of the vehicle; mufRepresenting the unsprung mass of the front axle; g represents the gravitational acceleration; alpha is alphaEyr＝Eyr(Yr-Murg) 2; wherein E isyrRepresenting toe gradient, Y, of rear suspension lateral forcerRepresenting a lateral force of a rear axle of the vehicle; murRepresenting the rear axle unsprung mass; g represents the gravitational acceleration; alpha is alphaGyf＝GyfCgf(Yf-Mufg)/(2Cαf) (ii) a Wherein G isyfRepresenting a front suspension lateral force camber gradient; cgfRepresenting front axle tire lateral force camber stiffness; y isfRepresenting a lateral force of a front axle of the vehicle; mufRepresenting the unsprung mass of the front axle; g represents the gravitational acceleration; cαfRepresenting the front axle tire sidewall deflection stiffness; alpha is alphaGyr＝GyrCgr(Yr-Murg)/(2Cαr) (ii) a Wherein G isyrRepresenting a rear suspension lateral force camber gradient; cgrRepresenting the camber stiffness of the rear axle tire lateral force; y isrRepresenting a lateral force of a rear axle of the vehicle; murRepresenting the rear axle unsprung mass; g represents the gravitational acceleration; cαrRepresenting the tire sidewall deflection stiffness of the rear axle; alpha is alphaEnf＝EnfNf2; wherein E isnfRepresenting a toe gradient of a front suspension aligning moment; n is a radical offRepresenting the moment of the front axle; alpha is alphaEnr＝EnrNr2; wherein E isnrRepresenting a toe-in gradient of a rear suspension aligning moment; n is a radical ofrRepresenting the moment of the rear axle; alpha is alphaGnf＝-GnfCgfNf/(2Cαf) (ii) a Wherein G isnfRepresenting the camber gradient of the front axle aligning moment; cgfRepresenting front axle tire lateral force camber stiffness; n is a radical offIndicating force of front axleMoment; cαfRepresenting the front axle tire sidewall deflection stiffness; alpha is alphaGnr＝-GnrCgrNr/(2Cαr) (ii) a Wherein G isnrRepresenting the camber gradient of the rear axle aligning moment; cgrRepresenting the camber stiffness of the rear axle tire lateral force; n is a radical ofrRepresenting the moment of the rear axle; cαrIndicating the rear axle tire sidewall deflection stiffness.
6. The method for manipulating stability key indicator analysis according to claim 5, wherein Y isf、Yr、Nf、NrCalculated by the following formula:
Yf+Yr-(Mf+Mr)ay＝0 (1)
Yfa-Yrb+Nf+Nr＝0 (2)
Yf＝-2Cαfαf+2Cgfgf (3)
Yr＝-2Cαrαr+2Cgrgr (4)
Nf＝2Nαfαf+2Ngfgf (5)
Nr＝2Nαrαr+2Ngrgr (6)
gf＝-Gφfφ-GyfWsfay/2+GnfNf/2 (7)
gr＝Gφrφ+GyrWsray/2-GnrNr/2 (8)
wherein, YfRepresenting a lateral force of a front axle of the vehicle; y isrRepresenting a lateral force of a rear axle of the vehicle; mfRepresenting the front axle mass of the whole vehicle; mrRepresenting the mass of a rear axle of the whole vehicle; a isyIndicating lateral acceleration, i.e. ayG ═ g; a represents the distance of the center of mass of the vehicle from the front axle; b represents the distance of the vehicle center of mass from the rear axle; n is a radical offShowing front axleMoment of force; n is a radical ofrRepresenting the moment of the rear axle; cαfRepresenting the front axle tire sidewall deflection stiffness; alpha is alphafRepresenting the front tire total slip angle; cgfRepresenting front axle tire lateral force camber stiffness; gfRepresenting the total camber angle of the front axle; cαrRepresenting the tire sidewall deflection stiffness of the rear axle; alpha is alpharRepresenting the rear tire total slip angle; cgrRepresenting the camber stiffness of the rear axle tire lateral force; grRepresenting the total camber angle of the rear axle; n is a radical ofαfRepresenting the front axle aligning moment lateral deviation rigidity; n is a radical ofgfRepresenting the camber stiffness of the front axle aligning moment; n is a radical ofαrRepresenting the cornering stiffness of the rear axle aligning moment; n is a radical ofgrRepresenting the camber stiffness of the rear axle aligning moment; gφfRepresenting a front suspension roll camber gradient; phi represents the vehicle body roll angle gradient; gyfRepresenting a front suspension lateral force camber gradient; wsfRepresenting the front axle sprung mass; gnfRepresenting the camber gradient of the front axle aligning moment; gφrRepresenting a rear suspension roll camber gradient; gyrRepresenting a rear suspension lateral force camber gradient; wsrRepresenting the rear axle sprung mass; gnrRepresenting the camber gradient of the rear axle aligning moment;
the formula (1) - (8) is expressed as a matrix form [ K ]]×[U]＝[F]Solving to obtain the lateral force Y of the front and rear shafts under 1gf、YrAnd a aligning moment Nf、Nr；
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