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= active roll torque = suspension roll damping rate. k =suspension roll stiffness k b = vehicle frame torsional stiffness k t = tire roll stiffness = vehicle coupling roll stiffness = vehicle coupling yaw stiffness = absolute roll angle of sprung mass. = absolute roll angle of unsprung mass ́ ́ = roll moment of inertia of sprung mass, measured about origin of coordinate system ́ ́ = yaw-roll product of inertia of sprung mass, measured about origin of coordinate system ́ ́ = yaw moment of inertia of total mass, measured about origin of coordinate system = = partial derivative of net tire yaw moment with respect to sideslip angle. ̇ = ̇ = partial derivative of net tire yaw moment with respect to yaw rate. = = partial derivative of net tire yaw moment with respect to steer angle. m s = Sprung mass, h = height of center of sprung mass, measured upwards from roll center m = total mass U = forward speed ̇= yaw rate = partial derivative of net tire lateral force with respect to sideslip angle = sideslip angle ̇ = ̇ = partial derivative of net tire lateral force with respect to yaw rate = = partial derivative of net tire lateral force with respect to steer angle TRACC/TFHRC Y1Q3 Page 56
̇ = steer angle These equations could be effectively solved using the state space method. Mathematical expression of state space representation model is as follows [1]: Where, x = [β ̇ ̇ ] T u = [ ] T 0 0 0 0 0 ́ ́ 0 ́ ́ 0 0 ́ ́ 0 ́ ́ E = ( ) ( ) 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 ( ) ( ) 0 ( ) ( ) ( ̇ ) ( ) 0 TRACC/TFHRC Y1Q3 Page 57
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ANL/ESD/11-39 Computational Mechani
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ANL/ESD/11-39 Computational Mechani
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Computational Mechanics Research an
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3.3.4. Simplifying Assumptions ....
Page 9 and 10: Figure 2.22: Velocity distribution
Page 11 and 12: List of Tables Table 2.1: Boundary
Page 13 and 14: experiments at TFHRC continued. A m
Page 15 and 16: 2. Computational Fluid Dynamics for
Page 17 and 18: ( ) ( ) (2.8) where A 0, A 1, and n
Page 19 and 20: efine the rate function to improve
Page 21 and 22: The objective of this work is to de
Page 23 and 24: 2.3.2. Mesh Refinement Study As det
Page 25 and 26: Table 2.2: Details of the various m
Page 27 and 28: indicating the surface averaged vel
Page 29 and 30: Figure 2.13: Line probes created at
Page 31 and 32: In Figure 2.15 the velocity and the
Page 33 and 34: Mesh 1 Mesh 2 Mesh 3 Mesh 4 Mesh 5
Page 35 and 36: Figure 2.20: Dimensional details of
Page 37 and 38: Figure 2.22: Velocity distribution
Page 39 and 40: Figure 2.25: CFD velocity contour p
Page 41 and 42: Figure 2.27: CFD velocity contour p
Page 43 and 44: Conclusions for Comparison with Exp
Page 45 and 46: 3.1.1.1. Approach To date, an initi
Page 47 and 48: Figure 3.4: Sampling domain [3] A c
Page 49 and 50: present. In addition during the sum
Page 51 and 52: For each level, the figures below s
Page 53 and 54: 0.0 sec 0.5 sec 1.0 sec 1.5 sec 2.0
Page 59: 3.2.1. Vehicle Stability under High
Page 63 and 64: ̈ With the success to the above an
Page 65 and 66: command. This requires the creation
Page 67 and 68: Figure 3.17: FEM Model of a Ford F-
Page 69 and 70: 3) Chen, F. and Chen, S., “Assess
Page 71 and 72: 75 50 25 Force (N) 0 -25 -50 -75 -1
Page 73 and 74: while the passive system has fixed
Page 75 and 76: the controllable EMSA. Simulations
Page 77 and 78: 4. Build a shell container with the
Page 79 and 80: Figure 3.32 Comparison of the initi
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