Journal of Jilin University(Engineering and Technology Edition) ›› 2021, Vol. 51 ›› Issue (2): 549-556.doi: 10.13229/j.cnki.jdxbgxb20191088

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Dynamic modeling and analysis of semi⁃trailers considering ride and lateral motions

Hong-xue LI(),Shi-wu LI,Wen-cai SUN(),Lin-hong WANG,Zhi-fa YANG   

  1. College of Transportation，Jilin University，Changchun 130022，China
  • Received:2019-11-27 Online:2021-03-01 Published:2021-02-09
  • Contact: Wen-cai SUN E-mail:lhx18@mails.jlu.edu.cn;swcai@163.com

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Abstract:

The dynamic model of articulated vehicle is of great significance for understanding the complex relationship within the vehicle system， predicting the change of vehicle performance and improving the development of new vehicle models. A dynamic model of three-axis semi-trailer with eleven degrees of freedom including vertical and lateral motions is presented. Compared with the vertical ride model， the validity of the coupled model is verified. The wheel bounce and body rolling motion are studied with the changes of road uneven excitation， vehicle velocity， suspension stiffness and tire stiffness of the semitrailer. The research results can provide reference value for the design control and parameter matching of articulated vehicles.

Key words: dynamic model, semi-trailer, control, parameter matching

CLC Number: 

  • U469.5

Fig.1

3-axle tractor-semitrailer coupled model"

Fig.2

Road displacement for A, C, E wheel"

Fig.3

Comparison between coupled model and ride mode"

Fig.4

Roll angle of coupled model"

Fig.5

R.M.S of suspension performance on different roughness"

Table 1

R.M.S comparison of suspension performance index on A-class road"

车速u/ (m·s-1)牵引车垂向加速度方均根值BA1-R.M.S/(m·s-2)挂车侧倾角方均根值φ2-R.M.S/(o)
50.00520.2983
100.00740.4218
150.00910.5167
200.01050.5966

Table 2

R.M.S comparison of suspension performance index on B-class road"

车速u/ (m·s-1)牵引车垂向加速度方均根值BA1-R.M.S/(m·s-2)挂车侧倾角方均根值φ2-R.M.S/(o)
50.01050.5966
100.01480.8437
150.01811.0333
200.02091.1932

Table 3

R.M.S comparison of suspension performance index on C-class road"

车速u/ (m·s-1)牵引车垂向加速度方均根值BA1-R.M.S/(m·s-2)挂车侧倾角方均根值φ2-R.M.S/(o)
50.02091.1932
100.02961.6874
150.03632.0667
200.04192.3863

Fig.6

Dynamic response based on different suspension stiffness"

Table 4

Vehicle property based on suspension stiffness"

挂车悬架刚度kE/(N·m-1)牵引车垂向加速度方均根值BA1-R.M.S/(m·s-2)挂车最大侧倾角φ2max/(o)
3.40.024 53.586 9
340.024 53.584 8
3400.024 53.564 2
3 4000.024 53.391 3
34 0000.024 53.049 8
340 0000.024 43.439 9
3 400 0000.024 63.523 7

Fig.7

Dynamic response based on different tire stiffness"

Table 5

Vehicle property based on tire stiffness"

挂车悬架刚度kE/(N·m-1)牵引车垂向加速度方均根值BA1-R.M.S/(m·s-2)挂车最大侧倾角φ2max/(o)
3.40.013 02 414.0
340.013 02 402.8
3400.013 02 294.1
3 4000.015 41 474.8
34 0000.023 0295.9
340 0000.024 429.9
3 400 0000.024 53.0
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