寒区危险路段半挂汽车列车横向稳定性控制策略

doi:10.13229/j.cnki.jdxbgxb.20221059

Abstract

Abstract:

Aiming at the problems of folding， tail-flicking and rollover of the semi-trailer train in the dangerous section of the mountain highway in the cold area， taking a domestic semi-trailer train as the research object， the dynamic mathematics of the six-degree-of-freedom semi-trailer train is established based on the vehicle dynamics theory model. Using Truck-sim to complete the establishment of the semi-trailer train vehicle model and dangerous road section model， according to the principle of semi-trailer train rollover and yaw instability， determine the judgment conditions for semi-trailer train rollover and yaw instability. Taking the difference between the ideal state parameters and the actual state parameters of the semi-trailer train as the control target， a control strategy for the anti-rollover and yaw instability of the semi-trailer train based on the tinear quadratic regutator （LQR） control algorithm and differential braking is established with the help of Simulink. For a typical dangerous section of the expressway， changing the road adhesion coefficient corresponds to the road surface under different actual conditions. The scene reconstruction is completed by the co-simulation of Truck-sim and Simulink， and the simulation test of the proposed control strategy is carried out. The results show that： on the S-shaped curve of the K398-K406 section of the Hamu Expressway， when the road adhesion coefficients is 0.1， 0.25 and 0.35， the maximum value of the tractor roll angle can be reduced by 0.05°， 0.04° and 0.1 °. The maximum value of the trailer roll angle decreases by 0.04°， 0.01° and 0.1°. When the road adhesion coefficient is 0.35， the decrease range is the largest， which are 40% and 23.26% respectively. On the curved slope of the K273-K274 section of Hamu Expressway， when the road adhesion coefficient is 0.1， the control strategy effectively prevents the vehicle from rolling over. When the road adhesion coefficient is 0.25 and 0.35， the maximum value of the roll angle is reduced by 0.04° and 0.02° under the control strategy， corresponding to reductions of 16% and 3.92%. The control strategy can effectively reduce the peak value of lateral acceleration， yaw rate and roll angle of the tractor and semi-trailer， especially for the control of roll angle， which can avoid the danger of rolling over when the semi-trailer train is towed on the curved road in icy and snowy weather.

Key words: vehicle engineering, semi-trailer train, dangerous sections in cold area, lateral stability, control strategy

CLC Number:

U461.6

Xue-jing DU,Ning WANG,Jie ZHANG,Yu-long PEI. Control strategy of lateral stability of semi-trailer train in dangerous section of cold area[J].Journal of Jilin University(Engineering and Technology Edition), 2024, 54(4): 996-1006.

Figures/Tables 14

Fig.1

Table 1

Selection of target wheels in anti-rollover control strategy of semi-trailer train"

横向载荷转移率	侧翻方向	是否有侧翻危险	牵引车目标车轮	挂车目标车轮
$L T R > 0$	左	是	1和3	5
$L T R > 0$	左	否	不制动	不制动
$L T R > 0$	右	是	2和4	6
$L T R > 0$	右	否	不制动	不制动

Table 1

Table 2

Selection of target wheels in anti-skid control strategy of semi-trailer train"

牵引车横摆角速度	与理想横摆角速度的比较	牵引车目标车轮	挂车横摆角速度	与理想横摆角速度的比较	挂车目标车轮
$ω 1 > 0$	$ω 1 s < ω 1$	2和4	$ω 2 > 0$	$ω 2 s < ω 2$	6
$ω 1 > 0$	$ω 1 s > ω 1$	1和3	$ω 2 > 0$	$ω 2 s > ω 2$	5
$ω 1 < 0$	$ω 1 s < ω 1$	2和4	$ω 2 < 0$	$ω 2 s < ω 2$	6
$ω 1 < 0$	$ω 1 s > ω 1$	1和3	$ω 2 < 0$	$ω 2 s > ω 2$	5
$ω 1 = 0$	$ω 1 s < ω 1$	2和4	$ω 2 = 0$	$ω 2 s < ω 2$	6
$ω 1 = 0$	$ω 1 s > ω 1$	1和3	$ω 2 = 0$	$ω 2 s > ω 2$	5

Table 2

Table 3

Key parameters of semi-trailer train"

参数名称	符号	参数值
牵引车总质量/kg	$m 1$	8 805
挂车总质量/kg	$m 21$	40 000
牵引车尺寸/m	$l a + w a + h a$	7.05+2.55+3.46
挂车尺寸/m	$l b + w b + h b$	13+2.5+3.65
牵引车轴距/m	$l 1 + l 2$	3.450+1.35
挂车轴距/m	$l 3 + l 4 + l 5$	6.38+1.31+1.31
挂车车轮轮距/m	$l t$	1.84
载荷质量/kg	$m g$	33 200
货物质心距地面高度/m	$h g$	2.285

Table 3

Fig.2

Fig.3

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Fig.5

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Control strategy of lateral stability of semi-trailer train in dangerous section of cold area

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