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Real-time simulation of elasto-kinematic multi-body vehicle models
Published in Johannes Edelmann, Manfred Plöchl, Peter E. Pfeffer, Advanced Vehicle Control AVEC’16, 2017
Matthijs Klomp, Peter Sundström, Albin Johnsson
The chassis used in this work has a double wishbone suspension at the front and an integral rear link suspension at the rear with a transverse leaf spring. Figure 1 shows the front linkage topology viewed in Dymola.
Suspension System
Published in Georg Rill, Abel Arrieta Castro, Road Vehicle Dynamics, 2020
Georg Rill, Abel Arrieta Castro
The kinematics of a wheel/axle suspension can be described by two generalized coordinates. In a more general approach the position of the wheel center W and the orientation of the knuckle with respect to the vehicle fixed reference frame V are then defined by rVW,V=rVW,VD+[x(u,h)y(u,h)z(u,h)]andAVW=Aγ(u,h)Aα(u,h)Aβ(u,h) where rVW,VD defines the design position of the wheel center. The displacements x, y, z as well as the angles α, β, γ, which describe elementary rotations about the x-, y-, and z-axis, depend on the generalized coordinates u and h. In the case of the double wishbone suspension, u represents the rack displacement and h is substituted by the rotation angle φ of the lower control arm. The rotation sequence γ, α, β corresponds with the steer, the camber, and the pitch motion of the knuckle.
Multi-objective optimisation of hydro-pneumatic suspension with gas–oil emulsion for heavy-duty vehicles
Published in Vehicle System Dynamics, 2020
Kihan Kwon, Minsik Seo, Hansu Kim, Tae Hee Lee, Jongseok Lee, Seungjae Min
The suspension system is composed of the linkage, rebound, and bump stoppers and HPS. Since the force vector and magnitude of HPS depend on the kinematic motion of the suspension linkage during the operation of a suspension system, the method used to optimise the design of HPS should be carefully considered. Generally, a double-wishbone suspension can ensure good handling and riding quality; however, it is structurally complex and expensive. On the other hand, a trailing-arm suspension is a simple structure and cheap but suffers from low riding quality. Because the reference vehicle in this study steers with the first two axles, the linkage of a double wishbone and trailing arm is employed in the first and second and the third and fourth axle wheels, respectively, as illustrated in Figure 5. In addition, rebound and bump stoppers should be included for protection when the suspension is extremely compressed or extended during off-road driving. The HPS force induced through the suspension travel, including stoppers, can be expressed as follows: where and are the rubber spring coefficient of rebound and bump stopper, respectively, and and are the contact points with rebound and bump stopper.