Abstract
This article first leads from the specific double-wishbone suspension and multilink suspension structure form. And then systematically and detailedly analyse the change of spring's stiffness, and antiroll bar's stiffness causes the change of the side slip stiffness and rotation angle of tire, which will lead to the change of tire force, and then affect the dynamic characteristics of the whole vehicle. Based on this, the vehicle dynamics model considering the suspension is established, and the transfer function of the vehicle’s response index to steering wheel angle with coupling spring stiffness and antiroll bar stiffness is derived. Based on the dynamic theory analysis of the suspension and the whole vehicle, the multibody dynamics model of the whole vehicle with front double-wishbone suspension and rear multilink suspension was established. By calculating the frequency response characteristics of the vehicle under the sine-swept input, the frequency response index at the normal steering wheel operating frequency of 0.5 Hz was obtained. In addition, these frequency response indexes at 0.5 Hz were taken as optimization objectives, and the spring stiffness and antiroll bar stiffness of the front and rear suspension were taken as optimization variables, which were optimized by the NSGA-II algorithm. The results show that at 0.5 Hz, the gain value in the frequency response index is reduced, and the delay time is not significantly different from other group schemes, but it is not the worst; the value is within an acceptable range, and the dynamic characteristics of the car in the low frequency range have been improved.
Highlights
Analysis of Lateral and Longitudinal Load Transfer during Vehicle’s MotionThe roll torque caused by the centrifugal force of unspung mass is M3 −muay(h∗0 − r)
For problems that experts have not solved, this article will be divided into four parts to write a statement of the research work done: the first part, first of all, the relationship between the stiffness of spring and the antiroll bar and the roll stiffness of the suspension is analyzed in detail, and analysis the roll center and instantaneous rotation center of the suspension is analyzed in detail, especially the instantaneous rotation center of the multilink suspension
The spring stiffness and antiroll bar stiffness of the front and rear suspension are taken as optimization variables, and the frequency response indexes corresponding to 0.5 Hz of the whole vehicle under the of sine-swept input are taken as optimization target for multiobjective optimization, so as to carry out matching design for the suspension spring stiffness and antiroll bar stiffness
Summary
The roll torque caused by the centrifugal force of unspung mass is M3 −muay(h∗0 − r). According to equation (6), the total roll stiffness and steady-state roll angle of the suspension can be obtained as follows: Kφ msAjhs. L2r is the distance between the spring’s installation position of the rear suspension and the hinge point of the arm. Tf and tr are the wheel center distance of the front and rear suspension, respectively. E inertial force acting on the center of mass decomposes to the front and rear wheels:. Where a is the distance from the vehicle’s center of mass to the front axle. B is the distance from the vehicle’s center of mass to the rear axle. If the vehicle’s body rolls, load transfer will occur between the left and right wheels of the front and rear axles.
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