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380 Multibody Systems Approach to Vehicle Dynamics
Fig. 6.47 Large body slip angles are unavailable to normal drivers except as
part of an accident. Subaru WRC, Greece 2002 (courtesy of Prodrive)
Body slip
angle limit
3
Body slip angle
1
Intended path
curvature
4
2
Car
dynamic
behaviour
Front axle lateral acceleration
Gains:
1 Path curvature to front axle lateral acceleration
2 Front axle lateral acceleration error to steer torque
3 ‘Spin catcher’ body slip angle error to steer torque (non-linear,
zero on-centre, ramping up over threshold body slip angle)
4 ‘Spin catcher’ gain to negate steer torque from lateral acceleration
term (non-linear, zero on-centre, proportional to front axle lateral
acceleration error over threshold, negative sign compared to 2)
Fig. 6.48
A typical two-loop driver model
6.14 Case study 7 – Comparison of full vehicle
handling models
As mentioned at the start of this chapter the use of modern multibody systems
software provides users with the capability to develop a model of a
full vehicle that incorporates all the major vehicle subsystems. Clearly the
development of such a model is dependent on the stage of vehicle design
and the availability of the data needed to model all the subsystems. For the