By Shaopu Yang, Liqun Chen, Shaohua Li
Vehicle dynamics and street dynamics are typically thought of to be principally self sustaining matters. In automobile dynamics, highway floor roughness is usually considered as random excitation of the motor vehicle, whereas in street dynamics, the motor vehicle is mostly considered as a relocating load performing on the pavement. This booklet indicates a brand new learn thought to combine the car and the line procedure with the aid of a tire version, and establishes a cross-subject learn framework dubbed vehicle-pavement coupled approach dynamics. during this context, the dynamics of the car, highway and the vehicle-road coupled procedure are investigated by way of theoretical research, numerical simulations and box tests.
This e-book can be a priceless source for collage professors, graduate scholars and engineers majoring in car layout, mechanical engineering, road engineering and different similar areas.
Shaopu Yang is a professor and deputy president of Shijiazhuang Tiedao collage, China; Liqun Chen is a professor at Shanghai collage, Shanghai, China; Shaohua Li is a professor at Shijiazhuang Tiedao college, China.
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Additional resources for Dynamics of Vehicle-Road Coupled System
21) * where [Gq ] is the spectral density matrix of the road profile displacement, H z − q (ω ) and [ H z - q (ω )]T are the complex conjugate and transpose of matrix H z − q (ω ) , re- 42 2 Dynamic Analysis of a Heavy Vehicle Using Lumped Parameter Model spectively. [Gz ] is a matrix of eight rows and eight columns, in which the spectral densities of the vehicle displacements in the ith degree of freedom can be extracted from the diagonal elements ( Gzi zi , i = 1–8) are the direct spectral densities.
It is rather difficult to establish a complete model to reflect the overall vehicle vibration characteristics. When the mathematical model for analysis is established, the vibration system must be appropriately simplified according to the research objective. 18. It is three dimensional, with 8 degrees of freedom. 18 are listed as: mc —operator and seat mass, zc —vertical displacement of operator’s seat, mb —vehicle body, zb —vertical displacement of center of vehicle body; Iθ —pitch moment inertia of vehicle body, θ —pitch angle of vehicle body, Iφ —roll moment inertia of vehicle body, φ —roll angle of vehicle body, mti —tire mass( i = 1, 2, 3, 4 ), zti —vertical displacement of tire, qi —road roughness displacement inputs to the four tires, k si —suspension stiffness, csi —suspension damping, kti —tire stiffness, cti —tire damping, kc —seat spring stiffness, cc —seat spring damping, d f —half of front axle spacing, d r —half of rear axle spacing, l1 —spacing between the center of vehicle body and front axle, l2 —spacing between center of vehicle body and rear axle, l x —longitudinal spacing between center of vehicle body and seat, l y —transverse spacing between center of vehicle body and seat.
S/m 18 18 16 14 12 5 10 15 20 25 f/Hz a 10 0 30 5 10 b Front tire 15 20 25 30 f/Hz Rear tire Fig. s 16 18 16 14 12 5 10 15 f/Hz Front tire 20 25 10 0 30 b 5 10 15 f/Hz Rear tire Fig. 5MN/m kt1=kt3=1MN/m kt1=kt3=2MN/m kt1=kt3=3MN/m 18 16 14 12 5 10 15 20 25 10 0 30 5 10 15 Front tire a 20 25 30 f/Hz f/Hz Rear tire b Fig. 5MN/m 16 10 5 10 15 20 25 f/Hz a 8 0 30 5 10 20 25 30 f/Hz b Front tire 15 Rear tire Fig. s/m 16 Front tire 5 10 15 f/Hz b Rear tire Fig. s/m 16 49 18 16 14 12 5 10 15 20 25 10 0 30 5 10 f/Hz a b Front tire 15 20 25 30 25 30 f/Hz Rear tire Fig.