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Modelling and analysis of suspension systems 155 SPHERICAL REVOLUTE REVOLUTE REVOLUTE SPHERICAL MOTION UNIVERSAL SPHERICAL INPLANE MOTION TRANSLATIONAL Fig. 4.17 Double wishbone suspension modelled with joints. (This material has been reproduced from the Proceedings of the Institution of Mechanical Engineers, K2 Vol. 213 ‘The modelling and simulation of vehicle handling. Part 2: vehicle modelling’, M.V. Blundell, page 122, by permission of the Council of the Institution of Mechanical Engineers) Table 4.3 Degree-of-freedom calculation for suspension system without bushes Component Number DOF ΣDOF Parts 6 6 36 Translationals 1 5 5 Revolutes 3 5 15 Universals 1 4 4 Sphericals 3 3 9 Inplanes 1 1 1 Motions 2 1 2 ΣDOF for system 0 This generates a model that has zero degrees of freedom and allows a kinematic analysis to be performed. The fact that at least one of the degrees of freedom constrained in this model is due to a time dependent motion, input at a joint, means that the model will move and operate as a mechanism rather than ‘lock’ as a structure. The modelling of the bushes will also have a significant impact on the collation of data and the effort required to input and check the values. This is illustrated in Table 4.4 where the typical MSC.ADAMS inputs required to model a connection as a rigid joint, linear bush and non-linear bush are compared. It should be noted that while this provides an indication using a textual format of the relative data requirements, the modern graphical user interface in a program such as MSC.ADAMS provides useful spline editing
156 Multibody Systems Approach to Vehicle Dynamics Table 4.4 MSC.ADAMS statements for a joint, linear bush and non-linear bush NON-LINEAR BUSH LINEAR BUSH JOINT BUSH/16,I=1216 BUSH/16,I=1216 JO/16,REV,I=1216 ,J=0116 ,J=0116 ,J=0116 ,K=0,0,0 ,K=7825,7825,944 ,KT=0,0,500 ,KT=2.5E6,2.5E6,500 ,C=35,35,480 ,C=35,35,480 ,CT=61000,61000,40 ,CT=61000,61000,40 GFORCE/16,I=1216 ,FLOAT=011600,RM=1216 ,FX=CUBSPL(DX(1216,0116,1216),0,161)\ ,FY=CUBSPL(DY(1216,0116,1216),0,161)\ ,FZ=CUBSPL(DZ(1216,0116,1216),0,162)\ ,TX=CUBSPL(AX(1216,0116),0,163)\ ,TY=CUBSPL(AY(1216,0116),0,163)\ ,TZ=0.0\ SPLINE/161, ,X=-1.8,-1.5,-1.4,-1.22,-1.123,-1.0,-0.75,-0.5,-0.25,0,0.25,0.5 ,0.75,1.0,1.123,1.22,1.4,1.5,1.8 ,Y=15350,10850,9840,6716,5910,5059,3761,2507,1253,0,-1253,-2507 ,-3761,-5059,-5910,-6716,-9840,-10850,-15350 SPLINE/162, ,X=-5,-4,-3,-2.91,-2.75,-2.5,-2,-1.5,-1,-0.5,0,0.5,1,1.5,2,2.5 ,2.75,2.91,3,4,5 ,Y=7925,3925,1925,1790,1626,1450,1136,830,552,276,0,-276,-552,-830 ,-1136,-1450,-1626,-1790,-1925,-3925,-7925 SPLINE/163, ,X=-0.22682,-0.20939,-0.19196,-0.17453,-0.1571,-0.13963,-0.10472 ,-0.06981,-0.03491,0,0.03491,0.06981,0.10472,0.13963,0.1571,0.17453 ,0.19196,0.20939,0.22682 ,Y=241940,198364,160018,125158,93387,75415,52951,35702,18453,0 ,-18453,-35702,-52951,-75415,-93387,-125158,-160018,-198364,-241940 and plotting capabilities that considerably ease the modelling and inclusion of non-linear elements, such as the bushes described here. There are three main types of analysis that individual suspension models are likely to be used for during the design and development of a vehicle. The quantity and type of data will vary from vehicle to vehicle and the type of analysis to be performed. A summary of the typical modelling data is provided for guidance in Table 4.5. Note that for some suspensions, such as a twist beam type, the modelling of structural compliance will also need to be included. Before leaving the subject of quarter vehicle suspension models it is worth considering the typical implementation of a spring damper unit in a race car. The advent of inter-university competitions where students design, build and race a vehicle has become popular on automotive courses in recent years. An example of such a vehicle is the Formula Student car built by students at Coventry University shown in Figure 4.18. The modelling of part of the suspension system is shown in Figure 4.19. The push rod connects the suspension arm to the bell crank and uses a
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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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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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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 495 m
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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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