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卿1 International–2011 卿1DayOne:VehicleQuickVLMotionOverviewVLInternational–International–2011DrivingDynamicsandHalfvehicletest-rigVLExercise:Suspensionmodeland2DayTwo:FullVehicleInternational–2011FullVehicleAssemblyMotionInternational–2011FullVehicleHandlingStepSteerCase3 International–International–20114 InternationalInternational–201156 International–20116RR 1R恒定车速V下,质心侧偏角β、横摆角速度ω随车轮转角δ1lInternational–20117RlRl12l121Ray 恒定车速V下,质心侧偏角β、横摆角速度ω取决于车轮转角δ1的联合作用;而12取决于d(12)/International–20118部件间的静态载荷变悬架侧倾中心变悬架侧倾刚度变方向盘转角输悬架垂向刚度变悬架KC车轮定位参数响车轮垂向跳轮心位移响International–2011车向车车向力转向系统特性变International–2011InfluencingInternational–2011SuspensionSuspensionCamberCamberInternational–2011BaseSteeringBaseSteeringwheelToeWheel
TrackTracklTiresteerTiresteerVerticalTrackTrackSuspensionTest-RigExampleThesearepropertiesofhowthesuspensionThesearepropertiesofhowthesuspensioniscontrollingthewheelandtire,thereforethevehiclehandlingpropertiesandfeedbackthroughthesteeringsystemtothedriver.7BumpvsBumpvsBumpvsBump7BumpvsBumpvsBumpvsBumpvsBumpvs7. vs vs vs vsBaseToeCamberInternational–2011TiresteerTiresteerSuspensionSuspensionTest-RigExampleSteeringwheelSteeringwheelWheel
Thesearetestsusedtocharacterizethe sarechosenbythemagnitudeofthe thetirescangenerate)lload(parallellload(parallel/International–2011LongitudinalloadLongitudinalload@WC(parallel/lInternational–2011International–2011SuspensionReportingelementsHalfvehicletest-rigVLExercise:SuspensionmodelandVehicleVehicleCoordinateISO(X+ SAE(X+Aft(X+InternationalInternational–2011YYXZZQuickQuickReviewonTreeVirtual.LabisbuiltwithintheCATIAV5environmentInternational–2011CATIAtreeInternational–2011VLVLMotionaddsasecondbranchVLBasicBasicMotionBasicEachCATPartInternational–2011associatedInternational–2011BodiesareconnectedJointsandControlscanalsobelinkedtoBodies,andJointelements.SubsystemSubsystemInternational–2011International–2011s Vehicle ysis collectssubsystemInternational–2011International–2011 DesignTableModel International–2011DesignTableInternational–2011SuspensionSuspensionInterface:InterfacehelpsusercreateandmanageSuspensionsubsystemorganizingMulti-bodymodelintoPoints,PartsandInternational–2011International–2011SuspensionSuspensionInterface:workWithorWithoutManagesMirrorPartInternationalInternational–2011Creates LinkstoSuspensionSuspensionInterface:TreeViewandBasicBody–MasselementthathasalinktoaCADInternational–2011 s,Constraints–International–2011VSInterfacesthathelpEndUsercreateSuspensionSuspensionInterface:HardpointsdefinetheoriginandorientationofBodiesandInternational–2011PointscanbepickedfromInternational–2011WithintheGUIyoucanviewthecoordinatesinGlobalorrelativetothereferenceaxissystemSuspensionSuspensionInterface:AllowingSubsystemParts(Suspension,Steering,etc)toorienttheNCBFbyeitherPQR,BryantorEulerAngles.International–2011Massproperties(mass,CoGcoordinatesandinertiareferenceframeorientation,momentsofinertia)canInternational–2011Asymmetrycopycanbeeasilycreated,aswellasawireframegeometrybasedoninterfacehardpoints(thosewhicharereferencedbyanyconnectionsbetweentheconsideredpartandtheotherbodiesoftheSuspensionInterface:TheCoGlocationisalwaysdefinedintheNCBFaxissystem:itispossibleto yCoGcoordinatesinbothlocal(NCBF)andglobalreferenceframe.International–2011CG(AlwaysInternational–2011LocalGlobal
(NCBF)=GlobalSuspensionSuspensionInterface:International–2011ConnectionTabcontainsInternational–2011andconstraintsininterfacesBodyBodySuspensionSuspensionInterface:Foreachconnectionbushing(anddirection)bothlinearandnon-linearstiffnessanddamcharacteristicscanbeset,aswellas International–2011International–2011SuspensionSuspensionReporting TheSuspensionandVehiclereportingelementsarepre-packagedmathchannelsInternational–2011AlonglistInternational–2011Yaw l7.SuspensionSuspensionReportingTheelementsmustbemappedtoanexistingSuspensionsubsystemInternational–2011DefiningthewheelsInternational–2011SuspensionSuspensionReportingSuspensionInterfacecancreatetheSuspensionReportingelementsfromtheInternational–International–2011SuspensionSuspensionExerciseImportSuspensionFile teOrientNCBFfromSuspensionSetupSuspensiontest-rigSolveadynamiccase yzetheInternational–2011AddcustomerCADforInternational–2011clearanceInternational–International–2011International–2011International–2011PhysicaltestQuickVirtualTiremodelExercise:Virtualtest(generateplots)*Completed multipletire
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Road(till250Road(till250TNODelftMF-International–2011International–2011Comfort&DurabilityModalFTireModalInternational–2011International–2011SlipAngleandTransientInternational–International–2011TheundersteergradientComponentsoftheUSGSteadySteadyStateTheUndersteersummarizedbythefollowing0.180l
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Rs(m)radiusofturn,relativetowieghtgy USG(deg/gy)vehiclesystemundersteer38 International8SteadySteadyStateTheUndersteerTheAckermanSteerAngleistheroadwheelanglerequiredtonegotiateagivenradiusturnduringzerola lacceleration(veryslowspeed)0.180l
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Rs(m)radiusofturn,relativetowieghtgy USG(deg/gy)vehiclesystemundersteerSteadySteadyStateTheUndersteerTheundersteergradient(USG)isthenumericalrepresentationofsteady-stateeffectsonfrontandrearslipanglesInternational–2011f(deg)frontInternational–2011 r
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gy USG(deg/gy)vehiclesystemundersteerSteadySteadyStateTheUndersteerThevehiclesystemUSGisafunctionofmultipleTirecorneringCamberAligning lloadRoll complianceSteering
TireInternational–International–2011SteadySteadyStateComponentsoftheInternational–2011Manyfactorsdeterminethesteady-statevehicleattitude,howeverInternational–2011AckermanAckermanSteerm0.180lR sC,CT,AT,LLT,RS,LFCS,yInternational–International–2011SteerAngleSteadyStateNeutralSteer,Understeer,andInneutralsteer,nochangeinsteeringanglewillberequiredtonegotiateInneutralsteer,nochangeinsteeringanglewillberequiredtonegotiateaconstantradiusturnatincreasingspeedsAckermanSteerm0.180l s00SpeedInternational–International–2011SteerAngleSteadyStateNeutralSteer,Understeer,andInundersteer,increasingsteeringangleInundersteer,increasingsteeringanglewillberequiredtonegotiateaconstantradiusturnatincreasingspeedsm0.180l sRym0.180lR s00Speed(mph)International–International–2011SteerAngleSteadyStatem0.180m0.180lR s 0.180l sy00SpeedInoversteer,decreasingsteeringangleInoversteer,decreasingsteeringanglewillberequiredtonegotiateaconstantradiusturnatincreasingspeedsInternational–2011International–2011 Parent andSubmechanisms Virtual.Labhasamethodtoassemblysmallsubmodelsintoasinglemechanism.TheassemblyiscalledtheParentandthesubsystemsarecalled
InternationalInternational–2011
VehicleVehicleAssembly:MotionMotionAxisInternationalMotionAxisInternational–2011VehicleVehicleAssembly:MotionMotionPublicationsareusedforassemblyofSubmechanismsorcommunicationbetweenSubmechanismsMotionAxisAxisInternationalInternational–2011 VehicleAssembly:Vehicle ysisInterfaceassiststheUserwithcreationofdrivingdynamicInternational–2011International–2011 Vehicle ysis:Standard ISOandSteadyStateCircular(static)haveeventdialogsthatarededicatedonlytothatscenario.International–2011ISOInternational–2011 Vehicle ysis:InitialConditionsandRoad International–2011InitialConditionsareautomaticallyappliedtoallbodieslistedInternational–2011ARoadelementcanbespecifiedfromRoadtab,eitherGeneralorLeft/Righttype(differentroadprofilesforleftandrightside) Vehicle ysis:Steering IntheSteeringtabitispossibletodefineasteeringinputtothevehicle,toeithersteeringwheelorrack.TwodrivertypesInternational–2011KinematicSteeringInter
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