未來計劃

6.2 未來計劃

1.由於車輛輪胎縱向力的大小會受到物理上的限制，所以並無法在所有情況下，都能滿 足為達控制目標所需要的輪胎縱向力大小，並且實際能達到的車輛輪胎縱向力大小，是 會隨著車輛垂直負載的變化而改變，但這個變化量是我們事先已知的。因此如果能在控 制法則裡多增加權重的概念，進而使得可以承受比較大輪胎縱向力變化的輪胎出比較大 的驅動力或煞車力，反之則出比較小的驅動力或煞車力，對於輪胎縱向力大小受限的問 題，應能有明顯改善。

2.由模擬結果與[24]所述，車輛橫擺角速度與側滑角是影響車輛轉向行為最重要的兩個動 態，所以控制法則應多加入車身側滑角變化的考量，盡量在車輛不會發生打滑的情況 下，改變橫擺角速度來修正行駛路徑。

3.以目前 描述路徑的方式，在遇到類似髮夾彎的轉彎路徑時，將會有一個 x

座標對應到兩個 y 座標的情形，因此如果能將目前利用地表座標座標來描述路徑的方 式，更改為其它座標來描述，對此問題應可獲得明顯改善。

ref ( ref

y = f x

B.1 車輛慣性與幾何參數

車輛參數 符號 數值 單位

車輛的總質量

m _vehicle

1740

kg

車輛的可壓縮質量

m _s

1600

kg

車輛前半部的不可壓縮質量

m _{u 1,2}

40

kg

車輛後半部的不可壓縮質量

m _{u 3,4}

30

kg

側傾轉動慣量

I _x

420

kg m

⋅

²

俯仰轉動慣量

I _y

2594

kg m

⋅

²

橫擺轉動慣量

I _z

3214

kg m

⋅

²

車體前軸兩輪所夾的長度

sb ₁

1.45

m

車體後軸兩輪所夾的長度

sb ₂

1.45

m

車體重心到前軸的長度

l ₁

1.05

m

車體重心到後軸的長度

l ₂

1.4

m

車體質心高度

h

0.6

m

車體質心與地面間的距離

Z

0.7

m

重力加速度

g

9.81

m s / ²

表 B.1 完整車輛模型的慣性與幾何參數

B.2 懸吊系統係數

懸吊系統係數 符號 數值 單位

彈簧勁度係數

C ₁

34000

N m

/

彈簧勁度係數

C ₂

300

N m

/

彈簧勁度係數

C ₃

0.21

m

阻尼器的阻尼係數

D _damper

1200

N s m

⋅ /

表 B.2 非線性懸吊系統模型係數

B.3 輪胎幾何與實驗參數

輪胎幾何參數 符號 數值 單位

輪胎的真實半徑

r

0.3

m

輪胎的轉動慣量

I _wheel

2.03

kg m

⋅

²

輪胎垂直方向的徑度

K _vertical

150000

N m

/ 前輪胎的側傾轉向係數 κ

_1,2

0.01

後輪胎的側傾轉向係數 κ

_3,4

0.03

表 B.3.1 輪胎幾何參數

非線性輪胎模型參數 符號 數值(行駛) 數值(煞車) 輪胎係數，勁度因子

B _x

1940

22 645

F z

−

+ 1940

22 430

F z

− +

輪胎係數，形狀因子

C _x

1940 1.35 16125

F z

−

− 1940

1.35 16125

F z

−

−

輪胎係數，極值

D _x

1940

2000 0.956

F z

−

+ 1940

1750 0.956

F z

− +

輪胎係數，曲率因子

E _x

−3.6 0.1

表 B.3.2 非線性輪胎縱向勁度係數

非線性輪胎模型參數 符號 數值

輪胎係數，勁度因子

B _y

5200 2.2 4000

F z

+ −

輪胎係數，形狀因子

C _y

5200 1.26 32750

F z

+ −

輪胎係數，極值

D _y

− 0.0003 F _z ² + 1.8096 F _z − 22.73

輪胎係數，曲率因子

E _y

−1.6

表 B.3.3 非線性輪胎側向勁度係數

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在文檔中 車輛行駛軌跡及抑止車輛翻覆之差動式輪胎力矩控制系統 (頁 84-90)