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Modelling and analysis of suspension systems 151 4 Link Panhard 4 Link Watts Central Link Quadralink (Strut) Semi Trailing Arm Twist Beam Fig. 4.13 Graphical representation of rear suspension configurations in ADAMS/Chassis (provided courtesy of MSC.Software) (iii) Central Link (iv) Quadralink (Strut) (v) Semi Trailing Arm (vi) Twist Beam As stated the double wishbone suspension system will form the basis of much of the following discussion in this chapter. For readers new to the subject area and unfamiliar with the system the main components are indicated in Figure 4.14. Figure 4.14 shows the main components, the modelling of which will be dependent on the type of analysis to be performed and the outputs that must be produced. If the model is to be used only for the prediction of suspension characteristics such as camber angle or half-track change with bump movement then an accurate definition of the mass and inertial properties of
152 Multibody Systems Approach to Vehicle Dynamics Upper bushes (mounts) Upper wishbone (control arm) Upper ball joint (bushes on rear) Spring Damper Wheel knuckle (stub axle) (kingpin) Lower bushes (mounts) Road wheel Lower wishbone (control arm) Connection to rack (body on rear) Fig. 4.14 Track rod (tie rod on rear) Double wishbone suspension system Lower ball joint (bushes on rear) Track rod end the rigid bodies will not be required. This information would be required, however, if the model is to be used for a dynamic analysis predicting the response of the suspension to inputs at the tyre contact patch. The modelling of the connections between the suspension links will also depend on the type of vehicle and whether the suspension is for the front or rear of the vehicle. On the front of the vehicle the connections between the control arms and the wheel knuckle would be modelled using spherical joints to represent the ball joints used here. On the rear these connections are more likely to include the compliance effects of rubber bushes. On a racing car where ride comfort is not an issue the suspension model is likely to be rigidly jointed throughout. Not shown in Figure 4.14 are the bump and rebound stops that would need to be included when considering situations where the wheel loads are severe enough to generate contact with these force elements. The other type of suspension system that is very common on road vehicles is the McPherson strut system as illustrated in Figure 4.15. The main difference between this system and the double wishbone system is the absence of an upper control arm and the combination of the spring and the damper into a single main strut, the body of which is the major component in the system. 4.3 Quarter vehicle modelling approaches One of the earliest documented applications of the MSC.ADAMS program by the automotive industry (Orlandea and Chace, 1977) was the use of the software to analyse suspension geometry. This approach is now well
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Multibody Systems Approach to Vehic
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Multibody Systems Approach to Vehic
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Contents Preface Acknowledgements N
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Contents vii 4.10.1 Problem definit
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Contents ix 8.2.1 Active suspension
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Preface This book is intended to br
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Preface xiii vehicle design process
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Acknowledgements Mike Blundell In d
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Nomenclature xvii {z I } 1 Unit vec
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Nomenclature xix O n Frame for part
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Nomenclature xxi p Magnitude of re
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1 Introduction The most cost-effect
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Introduction 3 subsequent ‘classi
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Introduction 5 Fig. 1.4 Linearity:
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Introduction 7 While apparently a s
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Introduction 9 3. The body yaws (ro
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Introduction 11 Aspiration Definiti
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Introduction 13 Decomposition: Synt
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Introduction 15 The best multibody
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Introduction 17 shows good correlat
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Introduction 19 generated in numeri
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Introduction 21 1.9 Benchmarking ex
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2 Kinematics and dynamics of rigid
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Kinematics and dynamics of rigid bo
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3 Multibody systems simulation soft
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Modelling and analysis of suspensio
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Tyre characteristics and modelling
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Modelling and assembly of the full
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7 Simulation output and interpretat
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Simulation output and interpretatio
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down and even more difficult to asc
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8 Active systems 8.1 Introduction M
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Active systems 443 mechanical actua
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Active systems 445 Table 8.1 MSC.AD
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Active systems 447 Body acceleratio
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Active systems 449 impressions of t
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Active systems 451 For this reason,
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Appendix A: Vehicle model system sc
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Appendix B: Fortran tyre model subr
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Appendix C: Glossary of terms Agili
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Appendix C: Glossary of terms 489 a
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Appendix C: Glossary of terms 491 t
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Appendix C: Glossary of terms 493 e
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Appendix C: Glossary of terms 495 m
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Appendix C: Glossary of terms 497 h
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Appendix C: Glossary of terms 499 t
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Appendix C: Glossary of terms 501 s
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References 503 Blundell, M.V. The m
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References 505 Hudi, J. AMIGO - A m
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References 507 Palmer, D. Course no
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References 509 European ADAMS News
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Index Abuse loads, 148 3 g bump, 14
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Index 513 Elk Test, 1 El-Nasher, 29
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Index 515 generalised translational
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Index 517 steer axis inclination, 1
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