军用双挂汽车列车的气压制动系统建模与仿真

doi:10.12382/bgxb.2024.0145

摘要/Abstract

摘要：

针对军用双挂汽车列车气压鼓式制动系统缺乏完善建模方法的问题,提出一种综合考虑气压响应延迟、制动衰减及防抱死制动系统动态参与的建模方法。在分析系统结构与工作原理的基础上,构建了气压制动系统模型,并与车辆动力学模型进行联合仿真。通过相同条件下的实车制动实验验证了模型的准确性,并进一步仿真分析了不同路面附着条件对制动性能的影响。研究结果表明:仿真输出的气室压力、车速、制动距离和制动时间与实验数据高度一致,制动距离和时间的预测误差分别小于3.9%和2.4%;仿真结果揭示了路面附着条件对制动性能的显著影响,低附着系数显著增加制动距离和时间;所提建模方法有效解决了传统建模的复杂性与准确性问题,能较好地预测军用双挂汽车列车在多种工况下的制动性能,为制动系统设计与优化提供了重要参考。

关键词: 车辆工程, 双挂汽车列车, 气压制动系统, 鼓式制动器, 制动延迟, 制动衰减, 联合仿真

Abstract:

A modeling method is proposed for a pneumatic drum braking system in military double-trailer truck,which takes the response delay of pneumatic braking,the brake fade due to temperature increase during braking processes,and the dynamic involvement of anti-lock braking system (ABS) into considerstion A model of pneumatic braking system is established by analyzing its structure and operating principle.A co-simulation of the pneumatic braking system model and the vehicle’s multi-body dynamics model is conducted to validate theaccuracy of proposed model.The effects of different road adhesion conditions on the braking performance of actual vehicle are analyzed through simulation.The results show that the simulated chamber pressure,vehicle speed,braking distance,and braking time are highly consistent with the experimental data,with the prediction errors for braking distance and time being less than 3.9% and 2.4%,respectively.Furthermore,the braking performance under various road surface adhesion conditions is simulated and analyzed.The results confirms the model’s effectiveness,further substantiating the feasibility of the proposed modeling method.

Key words: vehicle engineering, double-trailer truck, pneumatic braking system, drum brake, brake delay, brake fade, co-simulation

中图分类号:

U461.3

孙楠, 张文明, 杨珏. 军用双挂汽车列车的气压制动系统建模与仿真[J]. 兵工学报, 2025, 46(4): 240145-.

SUN Nan, ZHANG Wenming, YANG Jue. Modeling and Simulation of Pneumatic Braking System in Military Double-trailer Truck[J]. Acta Armamentarii, 2025, 46(4): 240145-.

图/表 27

图1 双挂汽车列车

Fig.1 Double-trailer truck

图2 双挂汽车列车气压制动系统结构组成示意图

Fig.2 Brake system configuration in a double-trailer truck

图3 制动气室和S形凸轮鼓式制动组件示意图

Fig.3 Schematic diagram of the assembly of brake chamber and S-cam brake drum

图4 32km/h初始速度下直线制动实验的制动气室压力

Fig.4 Brake chamber pressure during straight-line braking test at an initial speed of 32km/h

图5 不同初始速度下传输延迟的实验结果

Fig.5 Test results of air transport delay at different initial speeds

表1 控制回路中的气体传输延迟

Table 1 Air transport delay in control line

车辆单元	传输延迟/s
牵引车	0.02
前挂车	0.20
牵引拖台	0.24
后挂车	0.44

表2 气动气室在制动应用和释放响应时间限值

Table 2 Actuation and release times of brake chamber

车辆单元	制动应用响应时间/s	制动释放响应时间/s
牵引车	0.45	0.55
牵引拖台	0.55	1.10
挂车	0.50	1.00

表3 气压子系统模型中牵引车、挂车和牵引拖台的时间常数

Table 3 Time constants used in pneumatic braking system models for tractor,trailer,and dolly

模型	T_tractor	T_trailerA	T_dolly	T_trailerB
制动应用模型	0.281	0.323	0.364	0.323
制动释放模型	0.089	0.240	0.271	0.240

图6 转向轴、驱动轴和挂车轴鼓式制动器的实验数据

Fig.6 Experimental data for drum brakes of steering, drive,and trailer axles

图7 制动初始速度为32km/h和97km/h时制动扭矩与制动气室压力的分段函数

Fig.7 Piecewise linear curves of brake torque versus chamber pressure at braking initial speeds of 32km/h and 97km/h

图8 斜率与初始速度的对应关系

Fig.8 Relationship between slope and initial speed

表4 制动扭矩模型参数

Table 4 Parameters of brake torque model

车辆单元	M_bc/(N·m)	M_b32/(N·m)	M_b97/(N·m)
牵引车转向轴	1593.0	8855.7	5922.5
牵引车驱动轴	3366.2	15646.4	12529.7
挂车/拖挂平台车轴	2902.0	12844.6	9871.3

图9 不同初始速度下的制动扭矩与气室压力的仿真和实验结果对比

Fig.9 Simulated and test results of the brake torque and chamber pressure at different initial speeds

图10 制动过程中的车轮旋转运动示意图

Fig.10 Diagram of wheel rotational motion during braking

图11 CRA与滑移率的关系

Fig.11 Coefficient of road adhesion versus slip rate

表5 牵引车建模参数

Table 5 Parameters of tractor modeling

参数	数值
簧上质量/kg	7193.49
侧倾转动惯量/(N·m²)	2289171.51
俯仰转动惯量/(N·m²)	7037402.78
横摆转动惯量/(N·m²)	7325081.15
轴距/mm	6477.0
转向轴轮距/mm	1955.8
驱动轴轮距/mm	1955.8
驱动轴双轮间距/mm	304.8
重心距销轴距离/mm	3233.9
重心高度/mm	1010.9

表6 挂车建模参数

Table 6 Parameters of trailer modeling

参数	数值
空载质量/kg	4585.41
满载质量/kg	11406.02
侧倾转动惯量/(N·m²)	5469926.64
俯仰转动惯量/(N·m²)	4059938.78
横摆转动惯量/(N·m²)	3940588.39
轴距/mm	8415.4
轮距/mm	1955.8
双轮间距/mm	304.8
重心距销轴距离/mm	4343.4
重心高度/mm	2019.3

表7 牵引拖台建模参数

Table 7 Parameters of dolly modeling

参数	数值
空载质量/kg	693.51
满载质量/(N·m²)	38605.13
侧倾转动惯量/(N·m²)	48230.89
俯仰转动惯量/(N·m²)	48230.89
横摆转动惯量/(N·m²)	3940588.39
轮距/mm	1955.8
双轮间距/mm	304.8
重心距销轴距离/mm	800.1
重心高度/mm	899.2

图12 联合仿真模型中的轮胎模型

Fig.12 Tire model in co-simulation model

图13 双挂汽车列车制动动力学的联合仿真模型

Fig.13 Co-simulation model of braking dynamics for double-trailer truck

图14 联合仿真模型

Fig.14 Co-simulation model scheme

图15 用于模型验证的制动控制压力输入

Fig.15 Brake control pressure input for model validation

图16 直线制动时气室压力的仿真与实验结果对比

Fig.16 Comparison of simulated and experimental results of chamber pressure during straight-line braking

图17 直线制动时速度的仿真与实验结果对比

Fig.17 Comparison of simulated and experimental results of speed during straight-line braking

图18 制动距离的仿真与实验结果对比

Fig.18 Comparison of simulated and test results of braking distance

图19 制动时间的仿真与实验结果对比

Fig.19 Comparison of simulated and test results of braking time

图20 不同初始速度和道路附着系数下的仿真结果

Fig.20 Simulated results for different initial speeds and coefficients of road adhesion

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