Multi-Body Dynamics in Full-Vehicle Handling Analysis under Transient Manoeuvre

Hegazy, S.; Rahnejat, Homer; Hussain, Khalid

doi:10.1076/0042-3114(200008)34:1;1-k;ft001

Cited by 78 publications

(53 citation statements)

References 9 publications

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“…The Q s ratio is depicted in Fig. 6, calculated using equation (6), with the neutral margin ε set equal with a decreasing rate and this is reflected in the normalized yaw impulse d , which is consistently smaller than that of the assumed neutral vehicle kn (refer to section 2 and reference [5]). It should be emphasized that the transition from neutral to understeering behaviour is not marked by the peak tyre force, as shown clearly in Fig.…”

Section: Application Of the Methodsmentioning

confidence: 99%

“…Especially, with non-linear vehicles, the explicit characterization of any transient response, particularly responses which do not lead to instabilities, cannot be performed with confidence. Consequently, as the vehicle models in use become increasingly complex, incorporating many sources of non-linearity, the assessment of their response becomes more descriptive, than precise and quantitative [6].…”

Section: Introductionmentioning

confidence: 99%

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A framework for the characterization of the transient handling responses of non-linear vehicles

Mavros

Rahnejat

King

2007

Proceedings of the Institution of Mechanical Engineers, Part K:

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The paper attempts to provide an integrated framework for the objective assessment of the transient handling responses of non-linear vehicles. The ultimate aim of the proposed framework is the characterization of such responses as neutral or under/over-steering. A new methodology is employed, which has previously been applied for the classification of the transient response of linear vehicles. The success of the proposed method is judged based on its robustness, the consistency of the results, and their practical implications. Furthermore, the results are compared with the findings of traditional approaches for the characterization of the steady-state and transient handling behaviour. The corresponding discussion reveals the agreement between the approaches, but also highlights the slightly different definition of the neutrally steering vehicle, as perceived by the proposed method.

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Section: Application Of the Methodsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

A framework for the characterization of the transient handling responses of non-linear vehicles

Mavros

Rahnejat

King

2007

Proceedings of the Institution of Mechanical Engineers, Part K:

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show abstract

“…A range of linear and nonlinear models of road vehicles are reported in the literature for vehicles analysis, handling and control [9,10]. These models consider that the vehicle has only one CG as shown in Fig.…”

Section: Nonlinear Vehicle Modelsmentioning

confidence: 99%

Practical Model for Real Structure and Performance of Heavy Vehicles

Abbassi¹,

Aït-Amirat²,

Outbib³

2015

JMEA

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Abstract:In this paper, a new practical model for real heavy vehicle structure is developed to investigate dynamic responses under steering/acceleration or braking maneuvers. The generalized six DoFs (degrees-of-freedom) nonlinear vehicle model M 1 including longitudinal, lateral, yaw, vertical, roll and pitch dynamics is validated using the measured data reported in different studies. This model takes the CG (center of gravity) of sprung mass, unsprung mass and total vehicle mass into account. Based on this model, the effects of the inertia parameters on the vehicle dynamic responses are investigated for more comprehensive assessments of the model structure. Another nonlinear vehicle model M 2 derived from M 1 which assumes that the vehicle has a single CG as reported in literature is also developed. The dynamic responses of the vehicle model M 1 are compared with those of the model M 2 to demonstrate the performance potential of the proposed nonlinear model. The results of dynamic responses with the nonlinear vehicle model M 1 suggest that the model could offer considerable potential in realizing enhanced ride and handling performance, as well as improved roll and pitch properties in a flexible manner.

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“…[9,20]) multibody models of an empty (21 tons weight) and a fully loaded (31 tons weight) NEOPLAN DMA low-floor articulated trolleybus were created [21] (see Fig. 2).…”

Section: Multibody Models Of the Trolleybusmentioning

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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Multi-Body Dynamics in Full-Vehicle Handling Analysis under Transient Manoeuvre

Cited by 78 publications

References 9 publications

A framework for the characterization of the transient handling responses of non-linear vehicles

A framework for the characterization of the transient handling responses of non-linear vehicles

Practical Model for Real Structure and Performance of Heavy Vehicles

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

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