基于机电惯容的车辆乘坐舒适性与侧向稳定性协同提升

doi:10.13229/j.cnki.jdxbgxb.20250187

吉林大学学报(工学版) ›› 2026, Vol. 56 ›› Issue (9): 2279-2291.doi: 10.13229/j.cnki.jdxbgxb.20250187

• 车辆工程·机械工程 •

基于机电惯容的车辆乘坐舒适性与侧向稳定性协同提升

沈钰杰¹(),李昭威¹,刘雁玲²(),李艺苑³,杨晓峰²,陈龙¹

^1.江苏大学汽车工程研究院，江苏镇江 221013
^2.江苏大学汽车与交通工程学院，江苏镇江 221013
^3.英国克兰菲尔德大学先进车辆工程中心，英国克兰菲尔德 MK430 AL

收稿日期:2025-03-11 出版日期:2026-09-01 发布日期:2026-09-07
通讯作者: 刘雁玲 E-mail:shenyujie@ujs.edu.cn;liuyl@ujs.edu.cn
作者简介:沈钰杰（1990-），男，副教授，博士. 研究方向：汽车动态性能模拟与控制. E-mail： shenyujie@ujs.edu.cn
基金资助:
国家自然科学基金项目(52472408);中国科协青年人才托举工程项目(2022QNRC001);江苏省青蓝工程

Synergistic enhancement of vehicle ride comfort and lateral stability using mechatronic inerter

Yu-jie SHEN¹(),Zhao-wei LI¹,Yan-ling LIU²(),Yi-yuan LI³,Xiao-feng YANG²,Long CHEN¹

^1.Research Institute of Automotive Engineering，Jiangsu University，Zhenjiang 221013，China
^2.School of Automotive and Traffic Engineering，Jiangsu University，Zhenjiang 221013，China
^3.Advanced Vehicle Engineering Centre，Cranfield University，Cranfield MK430AL，Britain

Received:2025-03-11 Online:2026-09-01 Published:2026-09-07
Contact: Yan-ling LIU E-mail:shenyujie@ujs.edu.cn;liuyl@ujs.edu.cn

摘要/Abstract

摘要：

为研究车辆机电“惯容-弹簧-阻尼”（ISD）悬架对车辆乘坐舒适性和侧向稳定性的协同提升效果，探索切换外端电网络对机电惯容的性能影响，本文建立了考虑转向工况的三自由度车辆动力学模型，并利用NSGA-Ⅱ算法在不同行驶工况下对车辆机电ISD悬架的外端电网络优化求解。结果表明：无外端电网络的车辆机电ISD悬架性能提升微弱，而依据工况切换外端电网络的车辆机电ISD悬架可使车身加速度和车身侧倾角均方根值降低12.7%和25.9%，显著提升车辆乘适性与侧向稳定性。

关键词: 车辆工程, 悬架, 机电惯容器, 操纵稳定性, 外端电网络

Abstract:

To investigate the synergistic enhancement of vehicle ride comfort and lateral stability through mechatronic ISD （Inerter-Spring-Damper） suspensions， and to explore the impact of switching external electrical networks on mechatronic inerter performance， this study establishes a three-degree-of-freedom vehicle dynamics model considering steering maneuvers. The NSGA-II is employed to optimize the external electrical networks of the mechatronic ISD suspension under various driving conditions. Results demonstrate that the mechatronic ISD suspension without an external electrical network yields marginal performance improvements. In contrast， the configuration that switches external electrical networks based on driving conditions achieves significant reductions of 12.7% and 25.9% in the root mean square values of body acceleration and body roll angle， respectively， markedly enhancing both ride comfort and lateral stability.

Key words: vehicle engineering, suspension, mechatronic inerter, handling stability, external electrical network

中图分类号:

U463.33

沈钰杰,李昭威,刘雁玲,李艺苑,杨晓峰,陈龙. 基于机电惯容的车辆乘坐舒适性与侧向稳定性协同提升[J]. 吉林大学学报(工学版), 2026, 56(9): 2279-2291.

Yu-jie SHEN,Zhao-wei LI,Yan-ling LIU,Yi-yuan LI,Xiao-feng YANG,Long CHEN. Synergistic enhancement of vehicle ride comfort and lateral stability using mechatronic inerter[J]. Journal of Jilin University(Engineering and Technology Edition), 2026, 56(9): 2279-2291.

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参　数	数值
半车质量m/kg	830
半车身质量m_s/kg	705
非簧载质量m_u/kg	47.5
前轴到质心的距离l_a/m	1.25
后轴到质心的距离l_b/m	1.43
左右轮间距l_s/m	1.62
侧倾中心到质心距离h/m	0.24
侧倾转动惯量I_x /（kg·m²）	544
横摆转动惯量I_z /（kg·m²）	1 300
轮胎刚度k_t/（kN·m^-1）	35

参　数	数值
悬架的弹簧刚度K/（kN·m^-1）	25
悬架的阻尼系数c/（N·s·m^-1）	1 800
S0悬架的惯容系数b_s/kg	323
P0悬架的惯容系数b_p/kg	7

性能指标	数值
车身加速度的均方根值 J_1PAS/（m·s^-2）	1.254 2
车身侧倾角的均方根值 J_2PAS/rad	0.028 1
车身侧倾角峰值 J_3PAS /rad	0.012 0
悬架平均动行程 J_4PAS /m	0.021 9
轮胎平均动载荷 J_5PAS /N	1 160.6

性能指标	数值
车身加速度的均方根值J_1PAS/（m·s^-2）	1.311 9
车身侧倾角的均方根值J_2PAS/rad	0.097 5
车身侧倾角峰值J_3PAS/rad	0.028 7
悬架平均动行程J_4PAS/m	0.029 7
轮胎平均动载荷J_5PAS/N	1 241.8

工况	参数	数值
直行	A_S1	1.435×10⁹
	B_S1	3.935×10¹¹
	C_S1	2.714×10⁹
	D_S1	8 045 184
	E_S1	4.786 7×10⁸
	F_S1	4.786 7×10⁸
转向	A_S2	2.957×10⁸
	B_S2	1.305×10⁹
	C_S2	7.708×10⁹
	D_S2	817 099.4
	E_S2	2.412×10⁷
	F_S2	5.694 5×10⁷

基于机电惯容的车辆乘坐舒适性与侧向稳定性协同提升

Synergistic enhancement of vehicle ride comfort and lateral stability using mechatronic inerter

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工况	参数	数值
直行	A_P1	2.64×10⁸
	B_P1	1.399×10¹⁰
	C_P1	8.04×10⁸
	D_P1	2 165 000
	E_P1	99 935 300
	F_P1	7.309×10⁸
转向	A_P2	1.976×10⁸
	B_P2	8.682×10⁹
	C_P2	1.447×10¹⁰
	D_P2	463 984
	E_P2	2 879 208
	F_P2	91 279 872

结构	参数	数值
图8（a）	电感L_a1/H	0.1
	电感L_a2/H	0.16
	电阻R_a1/Ω	2.5
	电阻R_a2/Ω	2.7
	电阻R_a3/Ω	36.6
图8（b）	电感L_b1/H	0.12
	电容C_b1/F	0.05
	电阻R_b1/Ω	19.5
	电阻R_b2/Ω	7.1
	电阻R_b3/Ω	6.8
图9（a）	电感L_c1/H	0.42
	电感L_c2/H	0.16
	电阻R_c1/Ω	44.23
	电阻R_c2/Ω	6.07
	电阻R_c3/Ω	4.41
图8（b）	电感L_d1/H	0.4
	电容C_d2/F	0.013
	电阻R_d1/Ω	39.64
	电阻R_d2/Ω	1.43
	电阻R_d3/Ω	28.45

指标	被动	P0	改善/%	S0	改善/%	P1	改善/%	S1	改善/%
车身加速度/（m·s^-1）	1.361 5	1.324 9	2.69	1.254 2	7.88	1.235 3	9.27	1.117 0	17.96
侧倾角均方根/rad	0.016 4	0.014 7	10.37	0.014 0	14.63	0.014 5	11.59	0.012 5	23.78
侧倾角峰值/rad	0.045 6	0.040 4	11.40	0.038 1	16.45	0.039 2	14.04	0.031 9	30.04
平均悬架动行程/m	0.022 6	0.021 7	3.98	0.021 9	3.09	0.020 4	9.73	0.020 1	11.06
平均轮胎动载荷/N	1 275.6	1 322.8	-3.69	1 185.6	7.06	1 321.0	-3.56	1 163.8	8.76

指标	被动	P0	改善/%	S0	改善/%	P2	改善/%	S2	改善/%	S1	改善/%
车身加速度/（m·s^-1）	1.399 6	1.362 9	2.62	1.311 9	6.27	1.275 1	8.89	1.265 4	9.59	1.142 4	18.38
侧倾角均方根/rad	0.032 5	0.030 8	5.23	0.029 7	8.62	0.028 4	12.62	0.024 3	25.23	0.033 6	-3.38
侧倾角峰值/rad	0.099 2	0.096 8	2.42	0.097 5	1.71	0.085 7	13.61	0.073 3	26.11	0.098 7	0.50
平均悬架动行程/m	0.029 8	0.029 1	2.35	0.029 7	0.34	0.024 4	18.12	0.022 1	25.84	0.028 4	4.69
平均轮胎动载荷/N	1 375.3	1 359.1	1.18	1 241.8	9.71	1 272.6	7.47	1 227.9	10.72	1 264.8	8.04

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