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Article(id=1200070664636957146, tenantId=1146029695717560320, journalId=1189918454225211397, issueId=1200070646001664622, articleNumber=null, orderNo=null, doi=10.20104/j.cnki.1674-6546.20240246, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=null, receivedDateStr=null, revisedDate=1725811200000, revisedDateStr=2024-09-09, acceptedDate=null, acceptedDateStr=null, onlineDate=1764048742684, onlineDateStr=2025-11-25, pubDate=1734192000000, pubDateStr=2024-12-15, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1764048742684, onlineIssueDateStr=2025-11-25, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1764048742684, creator=13701087609, updateTime=1764048742684, updator=13701087609, issue=Issue{id=1200070646001664622, tenantId=1146029695717560320, journalId=1189918454225211397, year='2024', volume='', issue='12', pageStart='1', pageEnd='45', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=null, createTime=1764048738241, creator=13701087609, updateTime=1764049472096, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1200073724071346316, tenantId=1146029695717560320, journalId=1189918454225211397, issueId=1200070646001664622, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1200073724071346317, tenantId=1146029695717560320, journalId=1189918454225211397, issueId=1200070646001664622, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=28, endPage=34, ext={EN=ArticleExt(id=1200070664938947048, articleId=1200070664636957146, tenantId=1146029695717560320, journalId=1189918454225211397, language=EN, title=Simulation and Analysis of Commercial Vehicle Smoothness Based on ADAMS/Car, columnId=null, journalTitle=Automotive Engineer, columnName=null, runingTitle=null, highlight=null, articleAbstract=

In order to analyze the influence of random and impulse road surface on the smoothness of commercial vehicles, a commercial vehicle is taken as the research object to construct the vehicle dynamics model containing front and rear suspension, tire, body, steering system and human body-seat system by using the ADAMS/Car software. The smoothness analysis of impulse and random input is carried out for the vehicle, and simulation results show that the smoothness of the vehicle increases after increasing the vehicle speed under the excitation of pulse road surface; the effect of smoothness is more significant on Class C road compared with Class B road under the random road surface input condition, which is more effective in the evaluation and improvement of driving comfort of commercial vehicles.

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为分析随机和脉冲路面对商用车行驶平顺性的影响，以某商用车为研究对象，依托多体动力学理论，使用ADAMS/Car软件构建包含前后悬架、轮胎、车身、转向系统及人体-座椅系统的车辆动力学模型，并对车辆进行了脉冲输入和随机输入平顺性分析，仿真结果表明：在脉冲路面的激励下，车速提高后车辆行驶平顺性提高；随机路面输入条件下，相较于B级路面，C级路面对平顺性的影响更显著，在商用车行驶舒适性评估和改进中应用更为有效。

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参数 取值
长度×宽度×高度/mm×mm×mm 5 995×2 200×3 210
整备质量/kg 2 900
满载质量/kg 4 500
轴距/mm 3 365
前轮距/mm 1 700
后轮距/mm 1 600
轮胎规格 7.00R16LT 8PR
满载前载荷/kg 1 980
满载后载荷/kg 2 520
满载质心高度/mm 1 000
), ArticleFig(id=1200070674258690932, tenantId=1146029695717560320, journalId=1189918454225211397, articleId=1200070664636957146, language=CN, label=表1, caption=

商用车整车主要结构参数

, figureFileSmall=null, figureFileBig=null, tableContent=
参数 取值
长度×宽度×高度/mm×mm×mm 5 995×2 200×3 210
整备质量/kg 2 900
满载质量/kg 4 500
轴距/mm 3 365
前轮距/mm 1 700
后轮距/mm 1 600
轮胎规格 7.00R16LT 8PR
满载前载荷/kg 1 980
满载后载荷/kg 2 520
满载质心高度/mm 1 000
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方向 频率加权函数 加权系数
座椅支撑面 xs wd 1.00
ys wd 1.00
zs wk 1.00
rx we 0.63
ry we 0.40
rz we 0.20
座椅靠背 xb wc 0.80
yb wd 0.50
zb wd 0.40
脚支承面 xf wf 0.25
yf wf 0.25
zf wf 0.40
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人体对各方向振动反应的加权系数

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方向 频率加权函数 加权系数
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ys wd 1.00
zs wk 1.00
rx we 0.63
ry we 0.40
rz we 0.20
座椅靠背 xb wc 0.80
yb wd 0.50
zb wd 0.40
脚支承面 xf wf 0.25
yf wf 0.25
zf wf 0.40
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车速
/km·h-1		 Z向最大加速度/m·s-2
座椅支撑面 座椅靠背 脚支承面
30 10.39 10.19 11.12
40 6.93 7.68 4.76
50 6.30 6.39 7.00
60 3.35 4.08 7.61
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最大加速度响应结果

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车速
/km·h-1		 Z向最大加速度/m·s-2
座椅支撑面 座椅靠背 脚支承面
30 10.39 10.19 11.12
40 6.93 7.68 4.76
50 6.30 6.39 7.00
60 3.35 4.08 7.61
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车速/km·h-1 30 40 50 60
加速度均方根
/m·s-2		 总加权 2.66 3.58 3.72 3.99
座椅支撑面总加权 2.31 3.23 3.28 3.58
座椅靠背总加权 1.24 1.42 1.62 1.58
脚支承面总加权 0.44 0.60 0.65 0.74
座椅支撑面X向 0.30 0.33 0.39 0.39
座椅支撑面Y向 0.16 0.19 0.25 0.21
座椅支撑面Z向 2.28 3.21 3.25 3.56
座椅靠背X向 1.14 1.31 1.48 1.62
座椅靠背Y向 0.21 0.25 0.34 0.27
座椅靠背Z向 2.07 2.36 2.73 2.25
脚支承面X向 0.82 0.99 1.19 1.40
脚支承面Y向 0.17 0.29 0.27 0.31
脚支承面Z向 3.09 4.31 4.54 5.12
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B级路面驾驶员位置加速度均方根仿真结果

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车速/km·h-1 30 40 50 60
加速度均方根
/m·s-2		 总加权 2.66 3.58 3.72 3.99
座椅支撑面总加权 2.31 3.23 3.28 3.58
座椅靠背总加权 1.24 1.42 1.62 1.58
脚支承面总加权 0.44 0.60 0.65 0.74
座椅支撑面X向 0.30 0.33 0.39 0.39
座椅支撑面Y向 0.16 0.19 0.25 0.21
座椅支撑面Z向 2.28 3.21 3.25 3.56
座椅靠背X向 1.14 1.31 1.48 1.62
座椅靠背Y向 0.21 0.25 0.34 0.27
座椅靠背Z向 2.07 2.36 2.73 2.25
脚支承面X向 0.82 0.99 1.19 1.40
脚支承面Y向 0.17 0.29 0.27 0.31
脚支承面Z向 3.09 4.31 4.54 5.12
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车速/km·h-1 30 40 50 60
加速度均方根
/m·s-2		 总加权 6.09 6.42 6.89 7.74
座椅支撑面总加权 5.46 5.74 6.06 6.65
座椅靠背总加权 2.49 2.64 3.03 3.69
脚支承面总加权 1.03 1.10 1.22 1.45
座椅支撑面X向 0.60 0.61 0.75 0.82
座椅支撑面Y向 0.39 0.42 0.47 0.55
座椅支撑面Z向 5.41 5.70 6.00 6.58
座椅靠背X向 2.19 2.28 2.68 3.28
座椅靠背Y向 0.49 0.54 0.59 0.68
座椅靠背Z向 4.39 4.75 5.31 6.42
脚支承面X向 1.79 2.11 2.55 2.98
脚支承面Y向 0.44 0.54 0.64 0.72
脚支承面Z向 7.25 7.55 8.17 9.75
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C级路面驾驶员位置加速度均方根仿真结果

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车速/km·h-1 30 40 50 60
加速度均方根
/m·s-2		 总加权 6.09 6.42 6.89 7.74
座椅支撑面总加权 5.46 5.74 6.06 6.65
座椅靠背总加权 2.49 2.64 3.03 3.69
脚支承面总加权 1.03 1.10 1.22 1.45
座椅支撑面X向 0.60 0.61 0.75 0.82
座椅支撑面Y向 0.39 0.42 0.47 0.55
座椅支撑面Z向 5.41 5.70 6.00 6.58
座椅靠背X向 2.19 2.28 2.68 3.28
座椅靠背Y向 0.49 0.54 0.59 0.68
座椅靠背Z向 4.39 4.75 5.31 6.42
脚支承面X向 1.79 2.11 2.55 2.98
脚支承面Y向 0.44 0.54 0.64 0.72
脚支承面Z向 7.25 7.55 8.17 9.75
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基于ADAMS/Car的商用车平顺性仿真分析
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贯怀光 1 , 李伟 2 , 刘晓明 1 , 赵鑫 1
汽车工程师 | 2024,(12): 28-34
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汽车工程师 | 2024, (12): 28-34
基于ADAMS/Car的商用车平顺性仿真分析
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贯怀光1, 李伟2, 刘晓明1, 赵鑫1
作者信息
  • 1 天津市劳动保障技师学院， 天津 300162
  • 2 中汽研（天津）汽车工程研究院有限公司， 天津 300300
Simulation and Analysis of Commercial Vehicle Smoothness Based on ADAMS/Car
Huaiguang Guan1, Wei Li2, Xiaoming Liu1, Xin Zhao1
Affiliations
  • 1 Tianjin Technician Institute of Labor and Social Security, Tianjin 300162
  • 2 CATARC (Tianjin) Automotive Engineering Research Institute Co., Ltd., Tianjin 300300
出版时间: 2024-12-15 doi: 10.20104/j.cnki.1674-6546.20240246
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摘要
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为分析随机和脉冲路面对商用车行驶平顺性的影响，以某商用车为研究对象，依托多体动力学理论，使用ADAMS/Car软件构建包含前后悬架、轮胎、车身、转向系统及人体-座椅系统的车辆动力学模型，并对车辆进行了脉冲输入和随机输入平顺性分析，仿真结果表明：在脉冲路面的激励下，车速提高后车辆行驶平顺性提高；随机路面输入条件下，相较于B级路面，C级路面对平顺性的影响更显著，在商用车行驶舒适性评估和改进中应用更为有效。

商用车  /  ADAMS/Car  /  平顺性  /  脉冲路面  /  随机路面

In order to analyze the influence of random and impulse road surface on the smoothness of commercial vehicles, a commercial vehicle is taken as the research object to construct the vehicle dynamics model containing front and rear suspension, tire, body, steering system and human body-seat system by using the ADAMS/Car software. The smoothness analysis of impulse and random input is carried out for the vehicle, and simulation results show that the smoothness of the vehicle increases after increasing the vehicle speed under the excitation of pulse road surface; the effect of smoothness is more significant on Class C road compared with Class B road under the random road surface input condition, which is more effective in the evaluation and improvement of driving comfort of commercial vehicles.

Commercial vehicles  /  ADAMS/Car  /  Smoothness  /  Pulse road surface  /  Random road surface
贯怀光, 李伟, 刘晓明, 赵鑫. 基于ADAMS/Car的商用车平顺性仿真分析. 汽车工程师, 2024 , (12) : 28 -34 . DOI: 10.20104/j.cnki.1674-6546.20240246
Huaiguang Guan, Wei Li, Xiaoming Liu, Xin Zhao. Simulation and Analysis of Commercial Vehicle Smoothness Based on ADAMS/Car[J]. Automotive Engineer, 2024 , (12) : 28 -34 . DOI: 10.20104/j.cnki.1674-6546.20240246
正文
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1 前言
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实车测试是车辆平顺性评价的常用方法，但耗时长、成本高。因此，利用计算机仿真技术构建车辆模型，按照测试标准对车辆平顺性进行模拟分析具有重要价值[1-5]。
随着多体动力学仿真工具（如ADAMS/Car）的发展，仿真技术在商用车平顺性分析中得到越来越多的应用。Anandakumar等[6]开发了具有11个自由度的车辆动力学分析模型，并在不同负载条件下进行了模拟。Jiang等[7]采用随机正弦波叠加法确定路面随机激励，建立基于弹性滚子理论的轮胎模型，对某载货汽车进行了仿真分析。Chen等[8]提出一种以非线性阻尼为基础的商用车行驶平顺性优化策略，并采用粒子群优化（Particle Swarm Optimization，PSO）方法，实现了最佳的刚度和非线性阻尼效果，但该研究在具体路面条件下的仿真分析尚显不足，限制了实际应用的全面性和准确性。
此外，Yilmaz等[9]使用虚拟试验场（Virtual Proving Ground，VPG）模块在虚拟道路上开展车辆动力学及疲劳寿命分析，并确定了车辆疲劳损伤部位。Wang等[10]利用ADAMS/Car软件创建了重型载货汽车三维数字模型，并在B级随机路面和A级脉冲路面上进行了不同车速下的平顺性测试。晏强[11]借助ADAMS/Insight模块的试验设计（Design of Experiments，DOE）功能实现了某轻型载货汽车的多目标优化，展示了多目标优化方法在车辆平顺性研究中的应用潜力，但模型复杂性和实际应用效果尚需进一步探讨。
在悬架系统设计与优化方面，Büchner等[12]引入柔性连杆机构改善纵向平顺性，并在ADAMS/Car中模拟和优化了方案的弹性运动行为。Gao等[13]将柔性副车架弹性变形的概念引入车辆平顺性研究，提出了一种提高车辆整体平顺性的多目标优化方法。
在仿真工具与方法优化方面，Zerbato等[14]通过虚拟仿真场景测试开展了高级驾驶辅助系统（Advanced Driving Assistance System，ADAS）验证，提出一种将经过试验验证的轻型商用车（Light Commercial Vehicle，LCV）多体模型转换为实时集中参数模型（Real-Time lumped-parameter Model，RTM）的方法，用于微调车辆参数及补偿建模差异。
本文借助ADAMS/Car动力学仿真软件，创建精度高、自由度丰富的商用载货汽车的完整模型，并对其进行脉冲路面响应及随机路面平顺性分析，为研究道路特性对商用车性能的影响提供参考。
2 整车动力学模型建立
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考虑到商用车系统的复杂性，在预建模阶段需对模型进行适当简化处理，针对影响行驶平顺性的关键组件构建精确的数学模型，假定其他非关键部分为刚体组件。
建模的首要步骤为确定车辆的整体几何特性（包括硬点坐标的精确测定、整体几何形状）、物理属性（如质心位置、质量及转动惯量）、力学特性的关键参数（如轮胎弹簧的刚度、减振器的阻尼系数）。
建模策略遵循递进式方法，设定基础模板（Template），并细化为子系统（Subsystem），最后整合为完整的装配（Assembly）模型[6]。整车动力学模型采用的商用车主要结构参数如表1所示。
建模过程采用模块化自底向上策略，具体步骤为：逐一构建前后悬架、转向组件及轮胎动态模型，包括车身结构和动力传动系统；定义子系统特性，通过部件间的通信器进行通信接口协同，前悬架采用钢板弹簧，设定刚度和阻尼，后悬架采用主、副弹簧组合方案；在ADAMS/Car中设定几何参数和弹簧阻尼，并通过铰链和滑动关节连接悬架；连接与约束整车总成模型，包括车身、转向和动力系统。ADAMS/Car中约束流程如图1所示，各部件间连接与约束效果如图2所示。整合所有组件并建立通信器使轮胎与地面接触，实现对各种路况和驾驶条件下车辆动态响应的仿真。
由于整车模型被视为刚性对象，为验证所建立模型的准确性及后续平顺性分析结果的可靠性，本文基于车辆前、后悬架的运动学及柔顺性（Kinematics and Compliance，K&C）试验数据对模型进行修正。通过微调模型内的弹性元件参数，确保模型仿真结果与试验数据的一致性，增强模型的准确性。在此基础上，对车辆的行驶平顺性进行验证。
3 整车模型平顺性仿真
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3.1 平顺性评价方法
现有商用车平顺性评价方法分为主观和客观两类：主观评价的依据是乘员的动态反应和感受，通过收集乘员实时反馈的数据对车辆平顺性进行评估；客观评价通过记录车辆在不同路况下的振动信号，开展量化分析并与标准限值进行对比以实现平顺性评价[15]。
从人机工程学角度，可通过分析坐姿状态下座椅支撑面（xs、ys、zs方向）、座椅靠背（xb、yb、zb方向）及脚支承面（xf、yf、zf方向）的加速度特性来评价车辆的平顺性。人体在车内的坐姿如图3所示，其中rx、ry、rz表示人体旋转方向。
根据ISO 2631-1: 1997(E)《机械振动与冲击 人体暴露于全身振动的评价 第1部分：一般要求》，人体对不同振动方向的响应呈现出显著的差异性。座椅支撑面、座椅靠背、脚支承面3个方向振动反应的加权系数如表2所示，可据此对平顺性进行评估[16-18]。
车辆平顺性评估与峰值系数密切相关，该系数可通过将加速度时间序列aw(t)的峰值加权后除以加速度的均方根aw来确定，aw的计算方法如下：
${a}_{w}={\left[\frac{1}{T}{\int }_{0}^{T}{a}_{w}^{2}\left(t\right)dt\right]}^{\frac{1}{2}}$
式中：T为振动分析时间，一般取T=120 s。
关于振动频率的敏感度，zs方向上的主导频率区间为4~12.5 Hz。人体内部器官在4~8 Hz的频率区间易出现共振现象，脊柱系统在8~12.5 Hz的频率区间会受到显著影响。随着振幅的增加，人体各部位所受应力同步增大。与此相对应，xs和ys方向上对水平振动的反应主要在0.5~2 Hz频率区间。各轴向频率加权函数定义为[18]：
${w}_{k}\left(f\right)=\left\{\begin{array}{ll}0.5& (0.5 \mathrm{H}\mathrm{z}<f\le 2 \mathrm{H}\mathrm{z})\\ f/4& (2 \mathrm{H}\mathrm{z}<f\le 4 \mathrm{H}\mathrm{z})\\ 1& (4 \mathrm{H}\mathrm{z}<f\le 12.5 \mathrm{H}\mathrm{z})\\ 12.5/f& (12.5 \mathrm{H}\mathrm{z}<f\le 80 \mathrm{H}\mathrm{z})\end{array}\right.$
${w}_{d}\left(f\right)=\left\{\begin{array}{ll}1& (0.5 \mathrm{H}\mathrm{z}<f\le 2 \mathrm{H}\mathrm{z})\\ 2/f& (2\mathrm{ }\mathrm{H}\mathrm{z}<f\le 80 \mathrm{H}\mathrm{z})\end{array}\right.$
${w}_{c}\left(f\right)=\left\{\begin{array}{ll}1& (0.5 \mathrm{H}\mathrm{z}<f\le 8 \mathrm{H}\mathrm{z})\\ 8/f& (8 \mathrm{H}\mathrm{z}<f\le 80 \mathrm{H}\mathrm{z})\end{array}\right.$
${w}_{e}\left(f\right)=\left\{\begin{array}{ll}1& (0.5 \mathrm{H}\mathrm{z}<f\le 1 \mathrm{H}\mathrm{z})\\ 1/f& (1 \mathrm{H}\mathrm{z}<f\le 80 \mathrm{H}\mathrm{z})\end{array}\right.$
式中：f为频率。
利用频谱分析技术可计算出振动加速度时间序列a(t)对应的功率谱密度函数Ga(f)：
${a}_{w}={\left[{\int }_{0.5}^{80}{W}^{2}\left(f\right){G}_{a}\left(f\right)df\right]}^{\frac{1}{2}}$
式中：W(f)为频率加权函数。
根据所给出的权重，计算各轴向加速度的综合加权平方根的平均值av：
${a}_{v}={\left[{\left(1.4{a}_{xw}\right)}^{2}+{\left(1.4{a}_{yw}\right)}^{2}+{a}_{zw}^{2}\right]}^{\frac{1}{2}}$
式中：axw、ayw、azw分别为横向、纵向和垂向加速度的均方根。
3.2 脉冲输入平顺性分析
本文平顺性脉冲输入分析执行GB/T 4970—2009《汽车平顺性试验方法》[19]，平顺性分析所用三角形凸块高40 mm、宽400 mm，试验步骤如下：测试车辆按照预设的速度连续且恒定行驶，穿越设定的路面；车辆抵达凸起区域前50 m，须保持匀速；自车辆前端即将接触凸块的瞬间起，启动数据采集，直至车辆完全通过凸起且车辆振动衰减，数据记录终止。
仿真分析中，车辆分别以30 km/h、40 km/h、50 km/h和60 km/h的车速行驶，仿真结果如表3所示。
三角形凸块的平顺性脉冲输入分析揭示了座椅支撑面、座椅靠背和脚支承面的Z向最大加速度响应存在显著差异[20-21]。相较于低速（30 km/h）行驶，车速提高至60 km/h时，座椅支撑面和靠背的最大加速度显著降低，说明车辆悬架的减振性能可以明显改善乘坐舒适性。在车速30 km/h的脉冲冲击下，车辆因共振承受最大冲击。
座椅支撑面和靠背Z轴加速度数据显示，悬架系统在各方向上的减振性能各异。座垫Z向加速度始终最高，反映出车辆垂直振动强烈，这与路面不平整度直接相关。优化悬架系统的减振性能，尤其是特定车速范围内的减振效果，可以显著提高车辆的平顺性。
3.3 随机输入平顺性分析
根据GB/T 4970—2009《汽车平顺性试验方法》，本文仿真的路面类型为高级沥青路面（B级）和低级砂石路面（C级），车速选取为30 km/h、40 km/h、50 km/h和60 km/h。仿真过程中，车辆匀速通过仿真路面，利用ADAMS/Car测量驾驶室内的加速度。不同车速下，B级和C级路面条件下驾驶员位置座椅支撑面、靠背、脚支承面加速度仿真结果如图4~图6所示。
由图4~图6可知：座椅支撑面、座椅靠背和脚支承面在B级路面条件下的加速度均方根低于C级路面条件下的加速度均方根，说明在相同车速下B级路面振动强度较小，C级路面条件下车辆承受更大冲击，对舒适度和车辆结构耐久性构成挑战；垂向加速度随车速提升而增大，说明车辆舒适度与速度成反比，但同时车辆悬架系统可抵消部分冲击，保持整体舒适度在可接受范围；高速行驶（60 km/h）时，C级路面条件下座椅靠背最大加速度达到B级路面条件下座椅靠背最大加速度的近2倍，需优化靠背设计。
综上，与C级路面相比，B级路面在降低振动强度和提供更好的乘坐体验上表现更为优异。然而，在高速行驶过程中，振动的加剧可能导致所有接触表面均对乘员的舒适度带来不良影响。
不同车速下，B级路面和C级路面驾驶员位置加速度均方根仿真结果如表4、表5所示。
不同路面和车速条件下的平顺性仿真分析结果表明，车速和路面类型对车辆平顺性具有显著影响。使用ADAMS/Car测量驾驶室内加速度，各向（座椅、靠背和脚支承面）加速度均方根在B级、C级路面条件下均随车速提高而显著增大，说明车速提高后振动增强，舒适度下降。相同车速条件下，C级路面条件下的加速度均方根显著高于B级路面，说明砂石路面产生的冲击和振动更大，对车辆行驶平顺性影响也更大。
4 结束语
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本文依据国家标准和国际标准，使用ADAMS/Car软件构建多体动力学模型并通过悬架K&C试验进行修正，对车辆的行驶平顺性进行模拟分析，仿真结果表明：在脉冲路面的激励下，车速的提高会导致行驶平顺性提高；随机路面输入条件下，C级路面对平顺性的影响较B级路面更为显著，因此，在整车开发过程中，使用C级路面进行评估和改进，在提升商用车行驶舒适性方面更为有效。
未来可在模型设计中加入车桥、驾驶室等部件的柔性体模型，以提高模型的准确性。
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2024年第卷第12期
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doi: 10.20104/j.cnki.1674-6546.20240246
  • 首发时间：2025-11-25
  • 出版时间：2024-12-15
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  • 修回日期：2024-09-09
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    1 天津市劳动保障技师学院， 天津 300162
    2 中汽研（天津）汽车工程研究院有限公司， 天津 300300
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2种不同金属材料的力学参数
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小菇科 Mycenaceae 2 12 5.74 丝盖伞属 Inocybe 5 2.39
多孔菌科 Polyporaceae 8 14 6.70 蜡蘑属 Laccaria 5 2.39
红菇科 Russulaceae 3 23 11.00 小皮伞属 Marasmius 6 2.87
小菇属 Mycena 11 5.26
光柄菇属 Pluteus 5 2.39
红菇属 Russula 17 8.13
栓菌属 Trametes 5 2.39
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