Computational Mechanics Research and Support for Aerodynamics ...
Computational Mechanics Research and Support for Aerodynamics ... Computational Mechanics Research and Support for Aerodynamics ...
Z-Displacement (mm) Z-Displacement (mm) 10 0 -10 -20 -30 -40 -50 -60 0.0 0.2 0.5 0.8 1.0 1.3 1.5 1.8 Time (s) Figure 3.19: Graph of free displacement of truck on the suspension 0 -5 -10 D20 D25 D30 D35 -15 D40 D45 -20 -25 -30 0.00 0.25 0.50 0.75 1.00 1.25 1.50 1.75 Time (s) 3.2.1.6. References Figure 3.20: Displacement graph of various damped values 1) Sampson, D. J. M., “Active Roll Control of Articulated Heavy Vehicles”, A dissertation for the Degree of Doctor of Philosophy, submitted to the University of Cambridge, September 2000. 2) http://www.ncac.gwu.edu/ TRACC/TFHRC Y1Q3 Page 64
3) Chen, F. and Chen, S., “Assessment of vehicle safety behavior under adverse driving conditions”; 11th American Conference on wind loading, San Juan, Puerto Rico, June 22-26, 2009. 4) Winkler C.B. and Ervin R.D., “Rollover of heavy commercial vehicles”, UMTRI-99-19, The University of Michigan, Transportation Research Institute, Michigan, August 1999. 3.2.2. Electromagnetic Shock Absorber for Vehicle Stability under High Wind Conditions New work done during the third quarter involved the analytical modeling of the electromagnetic shock absorber (EMSA) as well as its incorporation into the ¼ car Simulink model. The Simulink model utilizes an actual road profile as the disturbance for the system and the data is automatically exported into Microsoft Excel for post-processing. Also, FEM simulations of the Ford F800 truck model were performed to obtain mass, stiffness and damping properties. 3.2.2.1. New EMSA Model The new analytical model of the EMSA is based upon [1]. Shown in Figure 3.21 is a schematic representation for the EMSA. Figure 3.21 Schematic of Electromagnetic Shock Absorber (Obtained from Ref. [1]) The operation of this EMSA is very similar to the original proposed model. The main difference is that this new model utilizes two permanent magnet (PM) assemblies surrounded by a moving coil assembly TRACC/TFHRC Y1Q3 Page 65
- 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 55 and 56: 0.5 sec 1.0 sec 1.5 sec 2.0 sec 3.0
- Page 57 and 58: 0.5 sec 1.0 sec 1.5 sec 2.0 sec 3.0
- Page 59 and 60: 3.2.1. Vehicle Stability under High
- Page 61 and 62: ̇ = steer angle These equations co
- Page 63 and 64: ̈ With the success to the above an
- Page 65 and 66: command. This requires the creation
- Page 67: Figure 3.17: FEM Model of a Ford F-
- 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
3) Chen, F. <strong>and</strong> Chen, S., “Assessment of vehicle safety behavior under adverse driving<br />
conditions”; 11th American Conference on wind loading, San Juan, Puerto Rico, June 22-26,<br />
2009.<br />
4) Winkler C.B. <strong>and</strong> Ervin R.D., “Rollover of heavy commercial vehicles”, UMTRI-99-19, The<br />
University of Michigan, Transportation <strong>Research</strong> Institute, Michigan, August 1999.<br />
3.2.2. Electromagnetic Shock Absorber <strong>for</strong> Vehicle Stability under High Wind Conditions<br />
New work done during the third quarter involved the analytical modeling of the electromagnetic shock<br />
absorber (EMSA) as well as its incorporation into the ¼ car Simulink model. The Simulink model utilizes<br />
an actual road profile as the disturbance <strong>for</strong> the system <strong>and</strong> the data is automatically exported into<br />
Microsoft Excel <strong>for</strong> post-processing. Also, FEM simulations of the Ford F800 truck model were<br />
per<strong>for</strong>med to obtain mass, stiffness <strong>and</strong> damping properties.<br />
3.2.2.1. New EMSA Model<br />
The new analytical model of the EMSA is based upon [1]. Shown in Figure 3.21 is a schematic<br />
representation <strong>for</strong> the EMSA.<br />
Figure 3.21 Schematic of Electromagnetic Shock Absorber (Obtained from Ref. [1])<br />
The operation of this EMSA is very similar to the original proposed model. The main difference is that<br />
this new model utilizes two permanent magnet (PM) assemblies surrounded by a moving coil assembly<br />
TRACC/TFHRC Y1Q3 Page 65
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