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Modelling and analysis of suspension systems 177 UNI SPH REV UNI SPH TRA REV SPH REV INPLANE MOTION SPH FIX MOTION TRANS Fig. 4.37 Modelling the front suspension example using rigid joints In order to produce a zero-degree-of-freedom model for this suspension the bushes at the top and bottom of the strut have been replaced by a universal and a spherical joint. The bushes that were used to connect the lower arm and the tie rod assembly to the vehicle body were replaced in this study by a revolute joint. The axis of this joint was aligned between the two bushes as shown in Figure 4.37. For the suspension modelled in this manner using rigid joints it is possible to calculate the degrees of freedom for the system as follows: Parts 9 6 54 Fix 1 6 6 Trans 2 5 10 Rev 3 5 15 Uni 2 4 8 Sphs 4 3 12 Inplane 1 1 1 Motion 2 1 2 ΣDOF 0 For this suspension it was possible to compare the simulation results with measured suspension rig test data provided by the vehicle manufacturer for the variation of: (i) Camber angle (deg) with bump movement (mm) (ii) Steer angle (deg) with bump movement (mm) (iii) Vertical force (N) with bump movement (mm)
178 Multibody Systems Approach to Vehicle Dynamics Camber angle (deg) 4.0 3.0 Rigid joints 2.0 Linear bushes Non-linear bushes 1.0 Test data 0.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0 80.0 40.0 0.0 40.0 80.0 100.0 60.0 20.0 20.0 60.0 Bump movement (mm) 120.0 100.0 Fig. 4.38 Front suspension – camber angle with bump movement Castor angle (deg) 7.0 6.0 5.0 4.0 3.0 2.0 Rigid joints Linear bushes Non-linear bushes 1.0 0.0 80.0 40.0 0.0 40.0 100.0 60.0 20.0 20.0 Bump movement (mm) Fig. 4.39 60.0 80.0 120.0 100.0 Front suspension – castor angle with bump movement Examination of the results shown here indicate that despite the alignment of the bushes on the lower arm assembly the calculated suspension characteristics agree well for models using rigid joints, linear bushes or nonlinear bushes. It is noticeable with the front suspension that the plots begin to deviate when approaching the full bump or full rebound positions. This is due to contact with the bump stop or rebound stop generating forces that are then reacted back through the suspension to the bushes. The reaction forces at the bushes leads to distortions that produce the changes in suspension geometry as shown in the plots. This effect is not present in the models using rigid joints that have zero degrees of freedom. Geometry changes are entirely dependent on the position and orientation of the joints.
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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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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 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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