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Frontiers of Mechanical Engineering

Front Mech Eng Chin    2010, Vol. 5 Issue (4) : 476-482     https://doi.org/10.1007/s11465-010-0120-z
RESEARCH ARTICLE |
Heavy vehicle dynamics with balanced suspension based on enveloping tire model
Yongjie LU1(), Shaopu YANG2, Shaohua LI2
1. School of Mechanical, Electronic and Control Engineering, Beijing Jiaotong University, Beijing 100044, China; 2. School of Mechanical Engineering, Shijiazhuang Tiedao University, Shijiazhuang 050043, China
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Abstract

The tire-road contact mechanics is the key problem in vehicle ride comfort and road-friendliness research. A flexible roller contact (FRC) tire model with the enveloping property is introduced to reflect the contact history between the tire and the road. Based on D’Alembert principle, an integral balanced suspension (IBS) model is established, considering mass and moment of? inertia of? the stabilizer rod. ?The sprung mass accelera- tion and tire dynamic force for balanced suspension and the traditional quarter-vehicle model are compared respectively for frequency and time domain responses. It is concluded that the quarter-vehicle model can be used to evaluate the ride comfort of vehicles; however, it has some limitations in evaluating the vehicle road-friendliness. Then, the dynamics performances for IBS model are analyzed with the single point contact (SPC) model and FRC model, respectively. These works are expected to propose a new idea for the vehicle-road interaction research.

Keywords heavy vehicle      integral balanced suspension      enveloping properties      ride comfort      road-friendliness     
Corresponding Authors: LU Yongjie,Email:lu-yongjie@163.com   
Issue Date: 05 December 2010
 Cite this article:   
Yongjie LU,Shaopu YANG,Shaohua LI. Heavy vehicle dynamics with balanced suspension based on enveloping tire model[J]. Front Mech Eng Chin, 2010, 5(4): 476-482.
 URL:  
http://journal.hep.com.cn/fme/EN/10.1007/s11465-010-0120-z
http://journal.hep.com.cn/fme/EN/Y2010/V5/I4/476
Fig.1  FRC tire model
Fig.2  Vertical load distribution for different uniform factors
Fig.3  Vertical load distribution for different partial factors
Fig.4  -class road surfaces
Fig.5  Validation in frequency domain for -class road
Fig.6  Integral balanced suspension model
parametersunitvalue
sprung mass mskg10000
unsprung mass mm, mrkg390
stabilizer rod mass mckg1200
stabilizer rod moment of inertia Iθkg·m2350
leaf spring stiffness krN/m3350000
leaf spring damping crN·s/m80000
tire stiffness ktm, ktrN/m2800000
tire damping ctm, ctrN·s/m8300
Tab.1  Main suspension parameters
Fig.7  PSD of sprung mass acceleration
Fig.8  PSD of tire dynamic force
Fig.9  Sprung mass acceleration response
Fig.10  Tire force response
Fig.11  Comparison of sprung mass acceleration
Fig.12  Comparison of tire dynamic force
Fig.13  Comparison of sprung mass acceleration PSD
Fig.14  Comparison of tire dynamic force PSD
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