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Multibody systems simulation software 77 The next step in building the model would typically be the definition of external forces and internal force elements. External forces can be constant, time histories or functionally dependent on any state variable. These forces can also be defined to be translational or rotational. They can act in the global system or can act in the local system of the body so that they effectively ‘follow’ the part during the simulation. Users can also set up internal force elements acting between two parts to represent springs, dampers, cables or rubber mounts. Internal force elements will always act along the line of sight between the points the force element connects on the two parts. These force elements are often referred to as action–reaction forces as they always produce equal and opposite forces on the two parts connected by the force element. The elements can also be defined to act in only tension or compression and may be linear or non-linear. It is also useful if the multibody systems analysis program allows the definition of elaborate mathematical equations within the data set. This enables the user to formulate an expression involving user-defined constants, system constants, system variables, arithmetic IFs, FORTRAN 90 or ANSI ‘C’ library functions, standard mathematical functions or ‘off-the-shelf’ functions supplied with the main code to represent events such as impacts. The access to system variables can be a powerful modelling tool. The user can effectively access any displacement, velocity, acceleration or other force in the system when defining the force equation. Forces can also be defined as a function of time to vary or switch on and off as the simulation progresses. Caution is needed to ensure formulations are continuous in the time domain to avoid problems during the numerical solution of the resulting equations. Recent versions of the software also include a general contact force model between geometries associated with the rigid bodies. Enforced displacement input can be defined at certain joints to be either constant or time dependent. When a motion is defined at a joint it may be translational or rotational. The motion effectively provides another constraint so that the degree of freedom at that joint is lost to the motion. Motion expressions can be defined using all the functions available as for force definitions except that the only system variable that can be accessed is time. A multibody systems analysis program will often provide a number of elements with the capability to model flexibility of bodies and elastic connections between parts. These may include features for modelling beam elements, rubber bushings or mounts, plus a general stiffness and damping field element. At various positions in a model rigid parts can be elastically connected together in preference to using a rigid constraint element such as a joint or joint primitive. Vehicle suspension bushes can be represented by a set of six action–reaction forces, which will hold the two parts together. The equations of force are linear and uncoupled. The user is only required to provide the six diagonal coefficients of stiffness and damping. For more complicated cases a general-purpose statement can be used to provide a linear or non-linear representation of a flexible body or connection. Using recent advances in software techniques to allow the combination of component mode synthesis representations for the stiff, small amplitude, linear dynamic behaviour of structural elements, one or more of the major

78 Mutibody Systems Approach to Vehicle Dynamics structural parts of the system may be represented in modal form to study the influence of its flexibility on the behaviour of the system as a whole. A disadvantage of this method of working is the opportunity to consume large amounts of computing resources solving these models if care is not taken to ensure the flexibility is germane to the task at hand. Where a full representation of the flexibility of the structure is unnecessary, a simpler representation is possible using joints, ‘hinges’ and an associated stiffness at keypoints in the structure. This is the authors’ preferred compromise between accuracy and computational efficiency. This level of abstraction requires a high degree of understanding of the structural behaviour of elements of the system and can easily lead to poorly conditioned numerical problems if carelessly performed, raising solution times drastically. Worse still, it can lead to ‘plausible but wrong’ answers, particularly if mass properties are poorly distributed. Using component mode synthesis, a complete set of modal components can be used with a full vehicle comprehensive model. This approach confuses accuracy with usefulness in a manner that is becoming increasingly common. The use of such models works against volatility of design, and such models cannot be effectively used with an emerging design but belong to a new generation of mathematical prototypes for use in a later vehicle program. The notion that too much complexity is a bad thing has already been discussed in Chapter 1. For full vehicle applications it is important to obtain an accurate model for the tyres and the associated forces generated at the tyre–road surface contact patch. For each tyre on the vehicle model the program will calculate the three orthogonal forces and three orthogonal torques acting at the wheel centre as a result of the conditions at the tyre–road surface contact patch. In order to perform these calculations it is necessary to continuously update the tyre model regarding the position, velocity and orientation of the wheel centre marker and any changes in the topography of the road surface. Once this information has been received the tyre model must then calculate the set of forces acting at the contact patch. Once these forces have been calculated they can be resolved back to the wheel centre. The multibody systems analysis program will then integrate through time to find the new position and orientation of the vehicle and then repeat the process. A more detailed description of the modelling features available in a typical multibody systems analysis program such as the MSC.ADAMS program follows. It should be noted that commercial software is undergoing continual development and as such the description provided here is limited to the software features required to carry out the simulations described in this text. Elements such as springs, dampers, bushes and bump stops are described in this chapter as these are considered fundamental components of an MBS modelling system. 3.2 Modelling features 3.2.1 Planning the model Before progressing to detail the methods used to describe the typical elements of a multibody systems model it is necessary to outline some of the planning that goes into the development of the model. The first step should be to sketch out a system schematic which would typically illustrate

Multibody systems simulation software 77<br />

The next step in building the model would typically be the definition of external<br />

forces and internal force elements. External forces can be constant, time<br />

histories or functionally dependent on any state variable. These forces can<br />

also be defined to be translational or rotational. They can act in the global<br />

system or can act in the local system of the body so that they effectively<br />

‘follow’ the part during the simulation.<br />

Users can also set up internal force elements acting between two parts<br />

to represent springs, dampers, cables or rubber mounts. Internal force<br />

elements will always act along the line of sight between the points the force<br />

element connects on the two parts. These force elements are often referred<br />

to as action–reaction forces as they always produce equal and opposite<br />

forces on the two parts connected by the force element. The elements can<br />

also be defined to act in only tension or compression and may be linear or<br />

non-linear.<br />

It is also useful if the multibody systems analysis program allows the definition<br />

of elaborate mathematical equations within the data set. This enables<br />

the user to formulate an expression involving user-defined constants, system<br />

constants, system variables, arithmetic IFs, FORTRAN 90 or ANSI ‘C’<br />

library functions, standard mathematical functions or ‘off-the-shelf’ functions<br />

supplied with the main code to represent events such as impacts. The access<br />

to system variables can be a powerful modelling tool. The user can effectively<br />

access any displacement, velocity, acceleration or other force in the<br />

system when defining the force equation. Forces can also be defined as a<br />

function of time to vary or switch on and off as the simulation progresses.<br />

Caution is needed to ensure formulations are continuous in the time<br />

domain to avoid problems during the numerical solution of the resulting<br />

equations. Recent versions of the software also include a general contact<br />

force model between geometries associated with the rigid bodies.<br />

Enforced displacement input can be defined at certain joints to be either<br />

constant or time dependent. When a motion is defined at a joint it may be<br />

translational or rotational. The motion effectively provides another constraint<br />

so that the degree of freedom at that joint is lost to the motion. Motion<br />

expressions can be defined using all the functions available as for force definitions<br />

except that the only system variable that can be accessed is time.<br />

A multibody systems analysis program will often provide a number of<br />

elements with the capability to model flexibility of bodies and elastic connections<br />

between parts. These may include features for modelling beam<br />

elements, rubber bushings or mounts, plus a general stiffness and damping<br />

field element. At various positions in a model rigid parts can be elastically<br />

connected together in preference to using a rigid constraint element such as<br />

a joint or joint primitive. Vehicle suspension bushes can be represented by<br />

a set of six action–reaction forces, which will hold the two parts together.<br />

The equations of force are linear and uncoupled. The user is only required<br />

to provide the six diagonal coefficients of stiffness and damping. For more<br />

complicated cases a general-purpose statement can be used to provide a<br />

linear or non-linear representation of a flexible body or connection.<br />

Using recent advances in software techniques to allow the combination of<br />

component mode synthesis representations for the stiff, small amplitude,<br />

linear dynamic behaviour of structural elements, one or more of the major

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