4569846498

Modelling and assembly of the full vehicle 393
ψ (deg/s)
α (deg)
β (deg)
a y (m/s 2 )
δ (deg)
10
5
0
5
10
0
2
1
0
1
2
0
1
0.5
0
0.5
1
0
5
0
5
0
2
1
0
1
2
Fig. 6.63
response
0.5
0.5
0.5
0.5
0.5
1
1
1
1
1
1.5
1.5
1.5
1.5
1.5
2
2
2
2
2
2.5
2.5
2.5
2.5
2.5
front
Time (s)
3
3
3
3
3
3.5
rear
3.5
3.5
3.5
3.5
4
4
4
4
4
Simulink
ADAMS
Comparison of Simulink and MSC.ADAMS predictions of vehicle
4.5
4.5
4.5
4.5
4.5
5
5
5
5
5
stiffness model, for example, does not include heave and pitch degrees of
freedom relative to the front and rear axles. During the simulation, however,
the degrees of freedom exist for the body to heave and pitch relative
to the ground inertial frame. These degrees of freedom must still be solved
and in this case are damped only by the inclusion of the tyre model. In the
3 degrees of freedom model these motions are ignored and solution is only
performed on the degrees of freedom that have been modelled. While the
main theme in this book is to demonstrate the use of multibody systems
analysis the Matlab/Simulink model is useful here in providing the basis
for additional modelling and simulation of the modern control systems
involved in enhancing the stability and dynamics of the vehicle. The effort
invested in this modelling approach also provides educational benefits
reinforcing fundamental vehicle dynamics theory.
6.15 Summary
Many different possibilities exist for modelling the behaviour of the vehicle
driver. That none has reached prominence suggests that none is correct for