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Modelling and assembly of the full vehicle 359 Table 6.2 Example MSC.ADAMS command statements for an empricial mean-state turbocharger ! -- First First Order Differential Equation -- part create equation differential_equation & differential_equation_name turbo_lag_equation_1 & adams_id 12 & comments “Lag Equation 1 - Explicit” & initial_condition 0.0 & function “varval(K1_now) * ( varval(boost_throttle)*100-DIF(12) )” & implicit off & data_element create variable & variable_nameK2 & function“STEP(varval(throttle_derivative),”, & “-10, 100.0,”, & “ -1, (DIF(12))/varval(K2_divisor_now)”, & “ )” ! -- Second First Order Differential Equation -- part create equation differential_equation & differential_equation_name turbo_lag_equation_2 & adams_id 13 & comments “Lag Equation 2 - Explicit” & function “varval(K2) * ( varval(boost_throttle)*100-DIF(13) )” & implicit off & data_element create variable & variable_name boost_torque_scaling & function “DIF(13)/100” ! -- Sum both normally aspirated and turbocharged (delayed) component data_element create variable & variable_name prop_torque & function “(“, & “ VARVAL(na_engine_torque)*VARVAL(throttle)*1000”, & “ VARVAL(boosted_engine_torque)*VARVAL(boost_torque_scaling)*1000”, & “)” d ( T1 )k1 ( tboost T1 ) dt (6.20) where Tˆ BOOST is the maximum possible torque available, t boost is the throttle setting to be applied to the boost torque (which may be different to the throttle setting applied to the normally aspirated torque to model the rapid collapse of boost off-throttle) and k 1,2 are mapped, state dependent values to calibrate the behaviour of the engine (i.e. large delays at low engine speed, reducing delays with rising engine speed). An example of the statements required to model the resulting torque is shown in Table 6.2. In this example the variable throttle runs from 0.3 to 1.0 to simulate overrun torque. The variable boost_throttle is a clipped version from 0 to 1.0 since no turbocharger boost is available on overrun. Throttle_derivative is the first time derivative of throttle. All the other variables (varvals) are retrieved from the relevant curves (splines) plotted in Figure 6.35.
360 Multibody Systems Approach to Vehicle Dynamics Torque (Nm) Dimensionless 450 400 350 300 250 200 150 100 50 0 10 9 8 7 6 5 4 3 2 1 0 0 Fig. 6.35 Boost torque NA torque curve Total torque 0 1000 2000 3000 4000 5000 6000 7000 Engine speed (rpm) k1 k2 1000 2000 3000 4000 5000 6000 7000 Engine speed (rpm) Empricial mean-state turbocharger model The delays inherent in a torque converter are amenable to such modelling techniques using typical torque converter characteristic data in a similar empirical manner. Once the physical elements of the system are modelled, the task of modelling the driver behaviour is largely similar to that for path following described later. In order to represent, for example, the effect of a driver using the throttle to maintain a steady velocity through a manoeuvre a controller can be developed to generate the torque shown in Figure 6.34. A simple but workable solution is to model the driving torque T, with the following formulation: T K *(Vs Va) * STEP (Time, 0, 0, 1, 1) (6.21) where K a constant which is tuned to stabilize the torque Vs the desired velocity for the simulation Va the forward velocity of the vehicle, which can be obtained using a system variable
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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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Multibody systems simulation softwa
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4 Modelling and analysis of suspens
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Modelling and analysis of suspensio
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Tyre characteristics and modelling
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Page 332 and 333: Tyre characteristics and modelling
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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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