Dynamic Modelling Of Commercial Road Vehicle Structures From Test Data

Michelberger, Pál; Keresztes, Attila; Bokor, József; Várlaki, Péter

doi:10.4271/845120

Cited by 7 publications

(3 citation statements)

References 8 publications

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“…Michelberger et al [14] identified a discrete transfer function for a free-free beam model of a two-axis bus, and then estimated modal characteristics based on measured data. For an air suspension bus, frequencies of 6.7 and 12 Hz were associated with the first two bending modes of the frame.…”

Section: Literature Reviewmentioning

confidence: 99%

“…y f and y r are front and rear suspension deflections. Modulated transformer (MTF) elements multiply the angular velocity by the moment arm, and the Fx 0-junctions sum the velocity terms in Equation (14). Velocities of points B, L, M, A and N along the undeflected frame are assumed to have equal velocity components in the 1 x direction.…”

Section: Suspension Axles and Tiresmentioning

confidence: 99%

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Simulating Coupled Longitudinal, Pitch and Bounce Dynamics of Trucks with Flexible Frames

Rideout¹

2012

MME

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Simulating the dynamic response of trucks requires that a model be constructed and subjected to road inputs. Inclusion or omission of flexible frame effects is often based on intuition or assumption. If frame vibration is assumed to be significant, it is typically incorporated in one of two ways. Either a complex finite element model of the frame is used, or a simplified linear modal expansion model (which assumes small motions) is employed. The typical low-order modal expansion model, while computationally efficient and easier to use, is limited by the fact that 1) large rigid body motions and road grade changes are not supported, and 2) longitudinal dynamics are not coupled to vertical and bounce dynamics. In this paper, a bond graph model is presented which includes coupled pitch and bounce motions, longitudinal dynamics, and transverse frame vibration. Large rigid body motions are allowed, onto which small flexible vibrations are superimposed. Frame flexibility is incorporated using modal expansion of a free-free beam. The model allows for a complete pitch-plane representation in which motive forces can propel the truck forward over varying terrain, including hills. The effect of frame flexibility on vehicle dynamics can then be studied. This is an extension of the typical half-car model in which suspension motion is assumed vertical, pitch angles are small, and longitudinal dynamics are completely decoupled or omitted. Model output shows the effect of frame flexibility on vehicle responses such as forward velocity, pitch angle, and payload acceleration. Participation of individual modes can be seen to increase as road input approaches their natural frequency. The bond graph formalism allows for any or all flexible frame modes to be easily removed from the model if their effects are negligible, and for inclusion of more complex submodels for components such as suspension and engine if desired

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Section: Literature Reviewmentioning

confidence: 99%

Section: Suspension Axles and Tiresmentioning

confidence: 99%

Simulating Coupled Longitudinal, Pitch and Bounce Dynamics of Trucks with Flexible Frames

Rideout¹

2012

MME

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“…Margolis and Edeal [13] created a 2 degreeof-freedom, small vertical motion bus frame model to which the engine, cab, and load were added in addition to suspension forces. Michelberger et al [14] identified a discrete transfer function for a free-free beam model of a two-axis bus, and then estimated modal characteristics based on the measured data. The principal aim of paper [15] is to evaluate the feasibility of using gradient-based approximation methods for the optimization of the spring and damper characteristics of an off-road vehicle, for both ride comfort and handling.…”

Section: Introductionmentioning

confidence: 99%

Influence of tire inflating pressure at dynamic forces acting on articulated trolleybus

Polach

2017

MATEC Web Conf.

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Abstract. ŠKODA VÝZKUM s.r.o. cooperated on the development of the NEOPLAN DMA low-floor articulated trolleybus intended for the Boston city. Multibody models and finite element models of the trolleybus were utilized in the stage of the vehicle design. At the end of the stage of computer modelling and testing of the trolleybus prototype a decision to reduce tire inflating of vehicles in serial production (together with the change the type of shock absorbers used in trolleybus suspension) was made. The impact of this change on forces acting in the trolleybus suspension elements (i.e. in air springs and shock absorbers) and radius rods on the trolleybus chassis when running on an uneven test track was investigated using multibody simulations. Time histories of the forces calculated utilising multibody models were used as input data of the trolleybus finite element models.

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