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Frequency Responses of Automobile Suspension Systems
Published in C. S. P. Rao, G. Amba Prasad Rao, N. Selvaraj, P. S. C. Bose, V. P. Chandramohan, Mechanical Engineering for Sustainable Development, 2019
Vehicle suspension system plays the main role in an automobile. The main function of the automobile is to absorb the shocks arising due to the roughness of the road. The usual arrangement consists of supporting the chassis by the axle through springs and dampers, which play an important role in absorbing shocks and keeping chassis affected to a minimum level, and this type of suspension system is called conventional suspension system. In an independent suspension system, the axle which carries the wheel is hinged to the body of the vehicle and is also connected to the body through springs and dampers.
Vehicle Dynamics
Published in Richard E. Neapolitan, Kwang Hee Nam, AC Motor Control and Electrical Vehicle Applications, 2018
Richard E. Neapolitan, Kwang Hee Nam
Consider an EV drive line model, shown in Fig. 13.5. Denote by gdr $ g_{dr} $ the whole gear ratio from the motor shaft to the wheel axle. Also, we denote by ηdr $ \eta _{dr} $ the drive line efficiency, i.e., the efficiency of the drive train between the motor and the axle.
Final drives and rear axles
Published in M.J. Nunney, Light and Heavy Vehicle Technology, 2007
By altering the relative sizes of the rolling cones various reduction ratios may be obtained the smaller cone corresponding to the bevel pinion and the larger one to the crown wheel. With actual gears the number of teeth on the crown wheel divided by the number of teeth on the bevel pinion gives the axle ratio.
Performance impact of autonomous trucks on flexible pavements: an evaluation framework and case studies
Published in International Journal of Pavement Engineering, 2023
Kai Huang, Shengxin Cai, Bjorn Birgisson
The tire load repetitions also vary in magnitude depending on the load weight and the category of trucks. This work employs a hierarchical approach to characterise the normalised axle load distribution for each axle and vehicle type using typical Weigh-In-Motion (WIM) data gathered from the field. The Federal Highway Administration (FHWA) characterises truck traffic into 13 vehicle classes. Vehicle class 1 to class 3 are the light vehicle groups that are neglected in pavement performance analysis since they do not have a significant impact on pavement distress. Vehicle classes 4 to 13 are the heavy load categories that are the cause of pavement distress. The axle types for the vehicles in each class are categorised as single, tandem, tridem, and quadrem axles. Additionally, each axle has single or dual tires. According to the FHWA vehicle classification and the NCHRP 1-41 (Lytton et al. 2010), the traffic load is finally characterised into eight (8) categories shown in Table 1 that is used as traffic input for the pavement performance evaluation.
An inverse approach for load identification of cracked wind turbine components
Published in Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, 2023
Ivica Cukor, Karlo Seleš, Zdenko Tonković, Mato Perić
The axle pin was loaded with axial and radial forces on bending but not on torsion. The surfaces on which the bearings were fixed to the axle pin were used for load applications. Figure 21 shows bearing forces acting on the axle pin. In accordance with the previous description of the wind turbine construction, on the right side (Figure 19–21), the axle pin is fixed for all degrees of freedom. The most commonly used materials for axle pin production are cast iron and nodular cast iron. Due to its mechanical characteristics (high ductility and fatigue strength), manufacturability and price of finished products, ductile nodular cast iron is widely used for many engineering applications, especially for dynamically loaded structures such as wind turbine components. The mechanical behavior of the ductile nodular cast iron EN-GJS-400-18-LT is suitable for wind turbine application, which was investigated in the authors’ previous paper (Čanžar et al. 2012). The material properties adopted from were as follows: E = 215.9 kN/mm2, ν = 0.28. Geometry discretization was performed using C3D8 solid finite elements available in Abaqus library. Herein, the mesh refinement was conducted in the expected crack propagation area and geometrical discontinuity, as shown in Figure 22, which presents the finite element mesh. To ensure that the used meshes are sufficiently dense to solve the problem, several finite element meshes are analyzed to study the convergence of the results. A typical mesh consisting of 340,692 finite elements is presented in Figure 22.