Automotive

SIMPACK Automotive+

SIMPACK Release 8.9

August 31, 2010/SIMDOC v8.904

COPYRIGHT SIMPACK AG 2010 c©

AUTO:0.0 -2

Contents

1 About Automotive+ Project 1.0 -5

2 SIMPACK General Vehicle Elements 2.0 -7

3 Automotive+ Vehicle Elements 3.0 -9

4 Automotive+ Database 4.1 -15

4.1 Parameterized Vehicle Substructures . . . . . . . . . . . . 4.1 -15

Suspension Systems . . . . . . . . . . . . . . . . . . . . . 4.1 -17

Anti-roll Bars . . . . . . . . . . . . . . . . . . . . . . . . . 4.1 -54

Steering Assembly . . . . . . . . . . . . . . . . . . . . . . 4.1 -57

Driveline . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1 -64

Brake Assembly . . . . . . . . . . . . . . . . . . . . . . . 4.1 -69

Wheels Assembly . . . . . . . . . . . . . . . . . . . . . . . 4.1 -72

Air Resistance . . . . . . . . . . . . . . . . . . . . . . . . 4.1 -76

4.2 Substitution Variables . . . . . . . . . . . . . . . . . . . . 4.2 -77

Suspension Systems . . . . . . . . . . . . . . . . . . . . . 4.2 -79

Anti-roll Bars . . . . . . . . . . . . . . . . . . . . . . . . . 4.2 -116

Steering Assembly . . . . . . . . . . . . . . . . . . . . . . 4.2 -117

Driveline . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2 -120

Four Wheel Brake Assembly . . . . . . . . . . . . . . . . . 4.2 -122

Four Wheels Assembly . . . . . . . . . . . . . . . . . . . . 4.2 -123

Air Resistance . . . . . . . . . . . . . . . . . . . . . . . . 4.0 -124

5 How To Model in Automotive+ 5.1 -125

5.1 How to Modify Substructure . . . . . . . . . . . . . . . . . 5.1 -125

5.2 How to Tune Parameterized Suspension . . . . . . . . . . . 5.2 -130

5.3 How to Use Post-processor Models . . . . . . . . . . . . . 5.3 -134

PostProcessor up down Model . . . . . . . . . . . . . . . . 5.3 -134

PostProcessor steering Model . . . . . . . . . . . . . . . . 5.3 -136

5.4 How to Use Automotive+ Module within a Vehicle Model Simulation5.4 -139

Vehicle Description . . . . . . . . . . . . . . . . . . . . . . 5.4 -140

Vehicle Model Definition . . . . . . . . . . . . . . . . . . . 5.4 -141

AUTO:0.0 -4 CONTENTS

Manoeuver 1 Road Obstacle - Sinus Wave . . . . . . . . . 5.4 -147

Manoeuver 2 Road Obstacle - Ramp . . . . . . . . . . . . 5.4 -149

Manoeuver 3 Excited Steering Angle . . . . . . . . . . . . 5.4 -150

Manoeuver 4 Controlled Steering Angle (Double Lane Change)5.4 -152

Manoeuver 5 Excited Driving Torque . . . . . . . . . . . . 5.4 -154

Manoeuver 6 Controlled Driving Torque . . . . . . . . . . . 5.4 -158

Manoeuver 7 Constant Radius Cornering . . . . . . . . . . 5.4 -160

Manoeuver 8 Deterministic Road Excitation . . . . . . . . . 5.4 -162

Manoeuver 9 Stochastic Road Excitation . . . . . . . . . . 5.4 -164

AUTO:1. About Automotive+Project

Project SIMPACK Automotive+ has been established to expand SIMPACKPackage to vehicle research area and make the vehicle reserchers’ and carproducers’ work more effectively and comfortably within this simulationsystem.

Many problems of vehicle dynamics can be solved directly by basicfunctionalities of SIMPACK software package. Main motivation of Auto-motive+ development is to offer to the users from automotive area theproblem-oriented software tool. The selection of the suitable functionalitiesis based on the direct discussions and meetings with representatives ofmany car and vehicle producers.

There are two levels of model design - quick modelling and detail analysis.

• The associated features to the quick modelling contain the sub-models of basic structures (suspension, vehicles, characteristics,...)used within vehicle design.

• The modelling in detail is oriented to the special tasks of vehicledesign. There are for example:- design of experiment- interfaces to the main software packages used in automotive area(CAD, Tyres, Multibody, FEM, ...)- typical tests and their outputs (incl. approval tests)- special problems of vehicle dynamics- passive safety- simulation of transmission

The special functionalities are opened and they can fully respect the re-quirements of software users.

AUTO:1.0 -6 AUTO:1. ABOUT AUTOMOTIVE+ PROJECT

AUTO:2. SIMPACK General VehicleElements

Before the Project Automotive+ was started, it had been developed somesystem features and functionalities that relate to automotive applications.These systems functionalities are attainable with standard SIMPACK in-stallation and they had been established to enable as more as correct de-scription of automotive mechanical systems within Pre-processing work onmodels. They can be found in following Pre-processing Modules:

Force Elements There are two methods of tyre approximation that can be used invehicle modelling:

– Force Element 10: Pacejca Curve Fit (see III–FE:10)

– Force Element 11: Pacejca Similarity (see III–FE:11)

Globals The simple track, road obstacles (sinusoidal bump, multiple ramps)or simple test course can be defined to simulate the road that vehicleis riding.

– Simple Road Track (see TRACK:5.1.1)

– Road Surface (see VII–RS:)

Time Excitation The time excitation can be utilized in different ways of vehicle sim-ulation (body movement, variable force element parameters, etc.).See VIII–TE: for more details.

Polynomials The possibility of definition of polynomials for stochastic excitationcoefficients with respect to the class of road. See VIII–TE:8.

Tyre Characteristics The user can check defined tyre force element by means of tyrecharacteristics generation. For more details see you SIMREF:8.3.

AUTO:2.0 -8 AUTO:2. SIMPACK GENERAL VEHICLE ELEMENTS

AUTO:3. Automotive+ VehicleElements

Automotive+ project is just running. That is why some project aims havebeen already attained, some are planned for future. The areas of projectinterests are as follows:

• Vehicle Suspension Systems

• Engine to Tyre Chain/Propulsion Dynamics

• Braking and Accelerating, Cornering, Comfort

• Passive Safety

• Interfaces to other Packages

The new Automotive Vehicle Modelling Elements covers the Automotive+Force Elements, Joints, General Track Description and other features thathave been developed to describe behaviour and properties typical for auto-motive mechanisms and its components.

AUTO:3.0 -10 AUTO:3. AUTOMOTIVE+ VEHICLE ELEMENTS

Road Track The Standard and Measured Track or Cartographic Track should beselected. The track description enables plane definition (curvature)and superelevation as well. Any irregularities along the track can bedefined. The Figure AUTO:3.0.1 shows definition window of Stan-dard and Measured Track. For detailed description see TRACK:1.

Figure AUTO:3.0.1: The definition of Road Track.

AUTO:3.0 -11

General Vehicle Joint The General Vehicle Joint (Joint 19) enables to connect sprung massof vehicle with pre-defined track and to describe vehicle positionby the arc length of the course (see Figure AUTO:3.0.2). Outputparameters describe vehicle position as well as lateral and verticalposition and rotations along co-ordinate axis (i.e. roll, pitch, yaw).The General Vehicle Joint is described in I–JOINT:19.

Figure AUTO:3.0.2: The definition of Joint 19: General Vehicle Joint

¨

§

¥

¦Generate Car elements depending on joint s(t)Hint:

button (within SIMPACK: MBS Define Jointwindow) generates the Track Camera ele-ments and Road Track Polynoms for LinearStochastic Analysis.


General Tyre Model The General Tyre Model (Force Element 49) module enables to usedifferent tyre approximation methods for tyre modelling within thevehicle model (see Figure AUTO:3.0.3). The General Tyre Modelmodule co-operates with the General Vehicle Joint module (seeI–JOINT:19).For detailed description of General Tyre Model see III–FE:49.

Figure AUTO:3.0.3: The definition of Force Element 49: General TyreModel.

AUTO:3.0 -13

Vehicle Globals The Vehicle Globals button serves for vehicle initial conditionssetting. After definition of Road Track, General Vehicle Joint andGeneral Tyre Models the Vehicle Globals button can be used.First the wheel joints must be defined as type 02: Revolute Jointy and the force elements General Tyre Model must be definedfrom Isys and to wheel bodies. Then can be Globals ⊲

Vehicle Globals...used to set-up the velocity of body that is

connected by General Vehicle Joint. After this the angular velocityof wheel bodies are calculated (see Figure AUTO:3.0.4).

Figure AUTO:3.0.4: The definition of vehicle initial conditions bymeans of Vehicle Globals button.

Set Special Views Using the Special Views, user has a powerful possibility to watchthe vehicle behaviour within the results animation.As a part of General Vehicle Joint (see I–JOINT:19) definition isthe generation of a track camera. This camera moves along definedtrack and can respect or ignore track irregularities. The 3D anima-tion (by moving camera and special views setting) together with thevehicle position selection (by means of General Vehicle Joint) enablethe user to analyse the vehicle behaviour and movement along andrelative to the track.The

¨

§

¥

¦Set Special Views button (see Figure

AUTO:3.0.5) will offer Special Car-moved Views after


¨

§

¥

¦Generate Car elements depending on joint s(t) ac-

tion (that is applicable during General Vehicle Joint definition ormodification - see Figure AUTO:3.0.2).For more information about view setting see SIMREF:7.

Figure AUTO:3.0.5: The setting of Special Views.

Vehicle Driver Sensor The Sensor for: Road Vehicle Drivers is a part of SIMPACK Con-trol Elements loop and has been designed to give to the user thesatisfactory information about the vehicle location with respect tothe defined track. Detailed description of this sensor is located inVI–CE:168.

SuspensionCharacteristics Sensor Automotive+ sensors measure the kinematic characteristics of an

independent suspension systems. These sensors can be used for theAutomotive+ Database suspension systems as well as for a userdefined suspension system.How to mesure characteristics of suspension system by verticalmovement of suspension - seeVI–CE:157.How to mesure characteristics of suspension system by steering ofthe wheel - seeVI–CE:158.

AUTO:4. Automotive+ Database

The Automotive+ Database contains list of items that can be used withinthe vehicle modelling. There are Parameterized Substructures (suspensionsystems, anti-roll bars, etc.) that have been made to be used withadvantage within the vehicle model setup. The including of ParameterizedBodies, CAD primitives and Forces to Automotive+ Database is planned.Every Parameterized Substructure should by modificated by means of itsSubstitution Variables.

The style of following pages assumes the knowl-Hint:edge of SIMPACK Data handling philosophy andSIMPACK Substructures modelling philosophy.If you are not touched by it, see you brieflySIMREF:6 for Data handling or SIMREF:4.15for Substructures modelling.

AUTO:4.1 Parameterized Vehicle Substructures

The parameterized vehicle substructures (see Figure AUTO:4.1.1) are tosupport the user aspiration in road vehicles modelling and facilitate hissteps within this process. SIMPACK Automotive+ Database offers sus-pension systems, anti-roll bars (front and rear), steering assembies etc.The parameterized substructures are located in

~/database/mbs_db_substructure

and can be adapted by means of Substitution Variables (see AUTO:4.2).

There are used topology figures in the following substructure descriptions.These figures enable the user to easy understand the configuration of sub-structure models, their bodies, joints, loops and force elements. The mean-ing of symbols used in these figures is:

AUTO:4.1 -16 Parameterized Vehicle Substructures

Figure AUTO:4.1.1: AUTOMOTIVE+ Database substructures

bodybody

joint (arrow points from body to body)

constraint

force element

reconnect a body in a main model

The comments are added to every symbol. They mean:

0 DOF joint with 0 degrees of freedom (type 00)rot x, y or z revolute joint (typ 01, 02 or 03)tran x, y or z prismatic joint (typ 04, 05 or 06)α,β,γ spherical joint (typ 10)α,β,γ,x,y,z user defined joint (typ 25) - letters mean free movement

Independent joint states are underlined.

L: α,β,γ,x,y,z user defined constraint (typ 25) - letters mean locked movementL: typ XX constraint typ XX

damper name of force element

Parameterized Vehicle Substructures AUTO:4.1 -17

Suspension Systems

SIMPACK Automotive+ Database offers different types of basic wheel sus-pension substructures. These substructures have been parameterized, thedata format of appropriate parameters data file is described in AUTO:4.2.There are some basic principles that have been used within design of everytype of suspension substructure. They are:

• the use of one co-ordinate system:co-ordinate system connected with vehicle body (sprung mass); theco-ordinate systems of all substructure bodies are located in thesame position as the vehicle connected co-ordinate system

• the location of substructure on the left side:all the independent wheel suspensions are located on the left sideof vehicle, the right side suspension system must be loaded as amirrored left side suspension (vehicle connected co-ordinate system:positive x axis points forwards, positive z axis points upwards). SeeSIMREF:4.15 for the substructure loading.

• the use of suspension force elements:the spring, damper and overload spring are defined in every parame-terized suspension system

• the connection of the other chassis elements:the steering mechanism (if possible), anti-roll bar and tire (as aforce element) can be defined and connected to the suspensionsubstructure in a main model

• the dummy mass parameters:mass, center of mass and inertia moments are pre-defined as adummy values for all bodies; the real values can be defined insteadof dummy parameters

In the following description indicates

_substructure name

a name of loaded substructure in a main model (substructure is named byuser during substructure loading process) and

_name of the body_

indicates a name of body in a suspension substructure model.

All the Substitution Variables (co-ordinates)Hint:are related to the vehicle connected co-ordinatesystem.

User has to modify particular substructure by means of Substitution Vari-ables first and then load the modified substructure into a main model.The vehicle body is during the substructure modification represented by


”dummy” body.After the loading of the substructure into a main model the ”dummy” bodymust be connected with vehicle body by joint

$J_S_substructure name__J______dummy

with 0 degree of freedom. This joint should connect¨

§

¥

¦From Marker i

$M_name of the vehicle body in a main model

with¨

§

¥

¦To Marker j

$S_substructure name:$M______dummy

With respect to the fact that all the Substitution Variables (co-ordinates)are set in the vehicle connected co-ordinate system is it necessary todefine the marker $M name of the vehicle body in a main model

in position of vehicle connected co-ordinate system otherwise the correctposition of substructure in a main model is not provided.

The Substitution Variables data (co-ordinates) of suspension substructuremodel should be applied in a nominal position of suspension system. Alljoint states of substructure have zero values in this nominal position.

The following text describes common elements and properties of parame-terized suspension systems.

Suspension force elementsThe suspension force elements include spring, damper and overload spring. They are a parts of every suspension substructure as a force elementsand they can be connected to the different bodies (for list of bodies seeconcrete suspension system).To enable easier simulation of suspension systems are there pre-defined adummy parameters of force elements. These parameters can be modifiedand replaced with user defined values.

• Spring is defined as force element type 04: Par. Spring+Damper:PtP. It connects bodies dummy and wheel plate by default but it canbe reconnected to the other bodies either in the substructure modelor in a main model.The spring can be reconnected via markers named $S substructure

name:$M name of the body spring.¨

§

¥

¦To Marker j $S suspension:$M wheel plate springExample:

of spring force element can be replaced with marker$S suspension:$M arm2 spring.

The spring 3D graphic must be updated ifHint:you redefine spring coupling markers. Per-

form¨

§

¥

¦Generate/Update 3D in the window

SIMPACK: MBS Define Force Element. Thepop-up window appears where just click on¨

§

¥

¦OK .


The pre-defined dummy parameters are the unstretched spring lengthl0 (defined as a distance between spring coupling markers) and thelinear spring stiffness c. The unstretched spring length can be mod-ified in the substructure model (before substructure loading into amain model); the linear spring stiffness can be changed in the sub-structure model or in a main model as well.

• Damper unit includes bodies damper upper and damper lower

and force elements damper and overload spring (see FigureAUTO:4.1.2).

CH_FE_D

SU_FE_D

CH_FE_D

SU_FE_D

overload_spr_spring

overload_spr_damper damper

extension

OSPR_L

OSPR_3DL

Figure AUTO:4.1.2: Damper unit

Force element damper is represented by type 04: Par.Spring+Damper: PtP.It connects

¨

§

¥

¦From Marker i $M damper upper damper fel with

¨

§

¥

¦To Marker j $M damper lower damper fel The pre-defined

dummy parameter is the linear damping constant d. It can bechanged in the substructure model or in a main model as well.If the non-linear damper is used the linear damping constantshould be set to zero and an input function (see SIMREF:4.17)must be selected as a non-linear damping characteristic. Theinput function can be either defined by user or it can be usedpre-defined dummy input function ($I InpFct Damper example 1

or $I InpFct Damper example 2). These changes must be donebefore substructure loading into a main model.

Overload spring is represented by two force elements: type 05:Spherical Spring+Damper (as $F overload spr spring) and type18: One-Side Contact (as $F overload spr damper).Both overload spring force elements ($F overload spr spring,

$F overload spr damper) connects¨

§

¥

¦From Marker i

$M damper upper overload spring with¨

§

¥

¦To Marker j


$M damper lower overload spring. The pre-defineddummy parameter of $F overload spr spring is non-linear spring characteristic in z defined as the input function$I InpFct OverlSpring example 1. This input function can bereplaced by $I InpFct OverlSpring example 2 or by user definedinput function before the substructure model loading into a mainmodel.The pre-defined dummy parameters of $F overload spr damper

are linear spring constant in z-direction cz and linear dampingconstant in z-direction dz. Both values can be changed in thesubstructure model or in a main model as well.

The whole damper unit connects mostly the bodies dummy andwheel plate. Damper unit can be reconnected from wheel plate toanother body of suspension system by means of reconnection ofdamper lower body. This must be done before the substructuremodel loading into a main model.Damper lower body can be reconnected by joint

$J_damper_lower

via markers named $M name of the body damper lower.¨

§

¥

¦From Marker i $M wheel plate damper lowerExample:

of joint $J damper lower can be replaced withmarker $M arm4 damper lower.

Other chassis elements

• Steering mechanism connectionIf is it possible to steer the substructure then is the connection ofsteering system mentioned in particular suspension system descrip-tion.

• Anti-roll bar can be added to every suspension substructure in amain model as a separate system. It has to be connected via markersnamed

$S_substructure name:$M_name of the body_antirollbar

The particular suspension system description contains a list of pos-sible connected bodies.

• Tyre force element can be added in a main model. It shouldconnect

¨

§

¥

¦From Marker i

$M_Isys

with¨

§

¥

¦To Marker j

$S_substructure name:$M_wheel

Mass propertiesAll the suspension substructure bodies have pre-defined mass, centre ofmass and inertia moments. The mass is defined as an Substitution Vari-able, centre of mass depends on the positions of body markers and inertia


moments depend on the mass and positions of body markers.The inertia tensor is defined relative to the marker

$M_name of the body_masscentre

This marker keeps the position of centre of mass and its orientationdepends on the type of body (arm, wheel plate, steering rod, etc.).The dummy, rackdummy and wheel posit hlp bodies have a small massand inertia moments to not affect the suspension behaviour.See also AUTO:4.2 for more details.

Wheel alignmentThe wheel alignment is determined by wheel centre position and wheel axisorientation. To orient the wheel axis the wheel must be rotated firstlyabout z axis and secondly about x axis. The angles of rotation are calledtoe angle (z axis rotation) and camber angle (x axis rotation). Since thesequence of rotation must be kept (z - x rotation), the ”help” body (namedwheel posit hlp) is inserted between wheel plate and wheel.The topology of each suspension system is therefore:

...wheel_plate -> wheel_posit_hlp -> wheel

where the wheel posit hlp body is rotated about toe angle relative towheel plate and then is the wheel rotated about camber angle relativeto wheel posit hlp body (see Figure AUTO:4.1.3).

vδz

yx

wheel_posit_hlp

z

yx

wheel_plate

γ

z

yx

wheel

1

2

δ = toe anglevγ = camber angle

Figure AUTO:4.1.3: Orientation of wheel axis

ElastokinematicThe parameterized suspension systems are defined as a kinematic chainswithout any elasticity nevertheless the rubber bearings of arms play veryimportan role in a real suspension dynamic and if the simulation has to beas faithful as possible the elasticity of bearings should be considered.

To simulate the elastokinematics behaviour the suspension system topol-ogy must be redefined. The possibility how to do this is to make the


P

QR

x

y

z

Figure AUTO:4.1.4: Orientation of marker for elastokinematic

appropriate joints and constraints free and to define new force elements(elastic bearings) between the free coupling markers.The elasticity of rubber berings is variant in different directions thereforeis it possible to change the orientation of coupling markers, i.e. to orientthe marker axis in directions of known bering parameters.The orientation of coupling markers is defined by means of P, Q and Rpoints. The position of points P and Q depends on the type of arm (seeparticular suspension substructure), the position of point R is defined asan input parameter (see Figure AUTO:4.1.4).


Five link independent wheel suspension

The five link independent wheel suspension is a mechanism with onedegree of freedom (SIMPACK five link suspension model has two degreesof freedom - see folowing description). It consists of wheel plate andfive rods. The Figure AUTO:4.1.5 shows the kinematic chart of thissuspension system and its SIMPACK representation. Co-ordinates of allpoints are given in vehicle connected co-ordinate system.

X

Y

Z

C1

C2

C3

C4

C5

A1

A2

A3

A4

A5


γ

xwheel

wheel

y

z wheel

C1

C2

C3

C4

A1

A2

A3

A4

A5

X Y

Z

xw

yw

zwC5

γ

x wheelwheel

y

zwheel

SU_FE_S

CH_FE_S

W

CH_FE_D

SU_FE_D δv

δv

= CAMBER

= TOE_ANG

γ

δv

Figure AUTO:4.1.5: Five link independent wheel suspension

SIMPACK substructure model consists of bodies:

$B______dummy

$B______rackdummy

$B_wheel_plate

$B_arm1

$B_arm2

$B_arm3

$B_arm4

$B_arm5

$B_wheel

$B_damper_lower


$B_damper_upper

$B_wheel_posit_hlp

The topology of five link suspension model is shown in Figure AUTO:4.1.6(damper unit is described in AUTO:4.1).

L: x,y,z

L: x,y,z

Isys dummywheelplate

arm1

arm2

arm3

arm4

arm5rackdummy

wheel

damperupper

damperlower

damperunit

0 DOF

α,γ

α,γ

α,γ

α,γ

α,β

α,γ

0 DOF

rot y

tran z

spring

,β,γα

L: x,y,z

L: x,y,z

L: x,y,z

wheelposithlp

0 DOF

Figure AUTO:4.1.6: Kinematic tree/loop chart of five link independentwheel suspension

The independent joint states of the substructureHint:are

$J_wheel_plate - 1st Rotation about x [rad]

$J_wheel - Revolute joint y : Beta [rad]

Suspension force elements:

• Spring: is connected from dummy to damper lower by default. Itcan be reconnected from damper upper or to each of arm or towheel plate.

• Damper lower body: is connected to wheel plate by default. Itcan be reconnected to each of arm.


• Steering mechanism:The five link suspension model is defined as a non-steered suspen-sion system. Despite of this fact, there is a possibility to use five linksuspension substructure as a steered mechanism. To make the fivelink suspension system steerable, one step must be done before sub-structure loading into a main model: within the substructure modelthe joint

$J______rackdummy


must be modificated and¨

§

¥

¦From Marker i

$M______dummy_arm5

must be replaced with marker

$M_Isys______rackdummy

After this the substructure can be loaded into a main model. For theconnection of rack rod with the substructure in a main model thejoint

$J_S_substructure name__J______rackdummy

with 0 degree of freedom has to be modified. The¨

§

¥

¦From Marker i

$S substructure name:$M Isys rackdummy must be re-placed with appropriate marker on a rack rod.

• Anti-Roll-Bar: can be connected to wheel plate or each of arm.

The detailed description of Substitution Variables, their limits and limitingconditions is included in AUTO:4.2.


Mc Pherson independent wheel suspension

The Mc Pherson independent wheel suspension is a mechanism withone degree of freedom (SIMPACK Mc Pherson suspension model hastwo degrees of freedom - see folowing description). It consists of wheelplate, arm and damper bodies. The Figure AUTO:4.1.7 shows the kine-matic chart of this suspension system and its SIMPACK representation.Co-ordinates of all points are given in vehicle connected co-ordinate system.

X Y

Z

C1

C2

A1

STR_RA


xy

zwheel

wheelwheel

γSTR_WP

xw

yw

zw

X

Z

Y

C1

C2

A1

STR_WPSTR_RA

x

y

z wheel

wheel

wheel

γ

CH_FE_S

SU_FE_S

CH_FE_D

SU_FE_D

W

δv

δv

= CAMBER

= TOE_ANG

γ

δv

Figure AUTO:4.1.7: Mc Pherson independent wheel suspension


$B______dummy

$B______rackdummy

$B_wheel_plate

$B_arm

$B_steering_rod

$B_wheel

$B_damper_lower

$B_damper_upper

$B_wheel_posit_hlp

The topology of Mc Pherson suspension model is shown in Figure


AUTO:4.1.8 (damper unit is described in AUTO:4.1).

L: x,y,z

Isys

dummy

wheelplate

rackdummy

damperupper

damperlower

arm

steering_rod

damperunit

α,β,γ

0 DOF

tran z 0 DOF

rot y

α,β

L: x,y,z

0 DOF

spring

wheel

rot y

wheelposithlp

0 DOF

Figure AUTO:4.1.8: Kinematic tree/loop chart of Mc Pherson inde-pendent wheel suspension


$J_arm - Revolute Joint y : Beta [rad]



• Spring: is connected from dummy to damper lower by default. Itcan be reconnected from damper upper or to arm or to wheel plate.

• Damper lower body: is connected to wheel plate. It cannot bereconnected.


• Steering mechanism: this substructure is defined as a steered sus-pension system. For the connection of rack rod with the substructurein a main model the joint


with 0 degree of freedom has to be used. The¨

§

¥

¦From Marker i

$S substructure name:$M Isys rackdummy must be re-placed with appropriate rack marker.

• Anti-Roll-Bar: can be connected to wheel plate or arm.



Mc Pherson dissolved independent wheel suspension

The Mc Pherson dissolved independent wheel suspension is a mechanismwith one degree of freedom (SIMPACK Mc Pherson dissolved suspensionmodel has two degrees of freedom - see folowing description). It consistsof wheel plate, two arms and damper bodies. The Figure AUTO:4.1.9shows the kinematic chart of this suspension system and its SIMPACKrepresentation. Co-ordinates of all points are given in vehicle connectedco-ordinate system.

X Y

Z

C1

C2

A1

STR_RA


x y

zwheel

wheelwheel

γSTR_WP

xw

yw

zw

X

Z

Y

C1

C2

A2

STR_WPSTR_RA

x

y

z wheel

wheel

wheel

γ

CH_FE_S

SU_FE_S

CH_FE_D

SU_FE_D

W

A2

A1

δv

δv

= CAMBER

= TOE_ANG

γ

δv

Figure AUTO:4.1.9: Mc Pherson dissolved independent wheel suspen-sion


$B______dummy

$B______rackdummy

$B_wheel_plate

$B_arm1

$B_arm2

$B_steering_rod

$B_wheel

$B_damper_lower


$B_damper_upper

$B_wheel_posit_hlp

The topology of Mc Pherson dissolved suspension model is shown inFigure AUTO:4.1.10 (damper unit is described in AUTO:4.1).

Isys

dummy

wheelplate

rackdummy

damperupper

damperlower

arm2

steering_rod

damperunit

α,γ0 DOF

tran z

L: x,y,z

0 DOF

α,β

L: x,y,z

0 DOF

spring

arm1α,γ ,β,γα

L: x,y,z wheel

rot y

wheelposithlp

0 DOF

Figure AUTO:4.1.10: Kinematic tree/loop chart of Mc Pherson dis-solved independent wheel suspension




Suspension force elements

• Spring: is connected from dummy to damper lower by default. Itcan be reconnected from damper upper or to arm1 or arm2 or towheel plate.






§

¥

¦From Marker i


• Anti-Roll-Bar: can be connected to wheel plate or arm1 or arm2.


The detailed description of Substitution Variables is included in AUTO:4.2.


Double wishbone independent wheel suspension

The double wishbone independent wheel suspension is a mechanism withone degree of freedom (SIMPACK double wishbone suspension modelhas two degrees of freedom - see folowing description). It consists ofwheel plate and two arms. The Figure AUTO:4.1.11 shows the kine-matic chart of this suspension system and its SIMPACK representation.Co-ordinates of all points are given in vehicle connected co-ordinate system.

X Y

Z

C1

C2

A3

STR_RA


xy

zwheel

wheelwheel

γ

STR_WP

xw

yw

zw

C3

C4

A3

STR_WP

STR_RA

x

y

z wheel

wheel

wheel

γ

CH_FE_S

SU_FE_S

CH_FE_D

SU_FE_D

W

C3

C4

A1

C1

C2

A1

X Y

Z

δv

δv

= CAMBER

= TOE_ANG

γ

δv

Figure AUTO:4.1.11: Double wishbone independent wheel suspension


$B______dummy

$B______rackdummy

$B_wheel_plate

$B_arm_lower

$B_arm_upper

$B_steering_rod

$B_wheel

$B_damper_lower

$B_damper_upper

$B_wheel_posit_hlp


The topology of double wishbone suspension model is shown in FigureAUTO:4.1.12 (damper unit is described in AUTO:4.1).

L: x,y,z

Isys

dummywheelplate

rackdummy

damperupper

damperlower

arm_lower

steering_rod

damperunit

α,β,γ

0 DOFtran z

rot y

α,β

L: x,y,z

0 DOF

spring

arm_upperα,β,γL: ,x,y,zα,γ

α,β wheel

rot y

wheelposithlp

0 DOF

Figure AUTO:4.1.12: Kinematic tree/loop chart of double wishboneindependent wheel suspension


$J_arm_lower - Revolute Joint y : Beta [rad]



• Spring: is connected from dummy to damper lower by default.It can be reconnected from damper upper or to arm lower orarm upper or to wheel plate.

• Damper lower body: is connected to arm lower by default. It canbe reconnected to wheel plate or to arm upper.





§

¥

¦From Marker i


• Anti-Roll-Bar: can be connected to wheel plate or arm lower orarm upper.




Double wishbone dissolved independent wheel suspension

The double wishbone dissolved independent wheel suspension is a mecha-nism with one degree of freedom (SIMPACK double wishbone suspensionmodel has two degrees of freedom - see folowing description). It consistsof wheel plate, one arm and two rods. The Figure AUTO:4.1.13 shows thekinematic chart of this suspension system and its SIMPACK representation.Co-ordinates of all points are given in vehicle connected co-ordinate system.

X Y

ZC1

C2

A3

STR_RA

Double wishbone dissolved - independent wheel suspension

xy

zwheel

wheelwheel

γ

STR_WP

xw

yw

zw

C3

C4

A3

STR_WP

STR_RA

x

y

z wheel

wheel

wheel

γ

CH_FE_S

SU_FE_S

CH_FE_D

SU_FE_D

W

C3

C4A1

C1

C2

A2

X Y

Z

A2

A1

δv

δv

= CAMBER

= TOE_ANG

γ

δv

Figure AUTO:4.1.13: Double wishbone dissolved independent wheelsuspension


$B______dummy

$B______rackdummy

$B_wheel_plate

$B_triang_arm

$B_arm1

$B_arm2

$B_steering_rod

$B_wheel

$B_damper_lower

$B_damper_upper


$B_wheel_posit_hlp

The topology of double wishbone dissolved suspension model is shown inFigure AUTO:4.1.14 (damper unit is described in AUTO:4.1).

L: x,y,z

Isys

dummywheelplate

rackdummy

damperupper

damperlower

triang_arm

steering_rod

damperunit

α,β,γ

0 DOFtran z

rot y

α,β

L: x,y,z

0 DOF

spring

arm1α,γL: x,y,z

arm2α,γL: x,y,z

wheel

rot y

wheelposithlp

0 DOF

α,β

Figure AUTO:4.1.14: Kinematic tree/loop chart of double wishbonedissolved independent wheel suspension


$J_triang_arm - Revolute Joint y : Beta [rad]



• Spring: is connected from dummy to damper lower by default. Itcan be reconnected from damper upper or to triang arm or arm1 orarm2 or to wheel plate.

• Damper lower body: is connected to triang arm by default. Itcan be reconnected to wheel plate or arm1 or arm2.





§

¥

¦From Marker i

$S substructure name:$M Isys rackdummy must be re-


placed with appropriate rack marker.

• Anti-Roll-Bar: can be connected to wheel plate or triang arm orarm1 or arm2.



Spherical independent wheel suspension

The spherical independent wheel suspension is a mechanism with onedegree of freedom (SIMPACK spherical suspension model has two degreesof freedom - see folowing description). It consists of wheel plate and tworods. The wheel plate is conected by spherical joint to the vehicle body.The Figure AUTO:4.1.15 shows the kinematic chart of this suspensionsystem and its SIMPACK representation. Co-ordinates of all points aregiven in vehicle connected co-ordinate system.

X

Y

Z

C2

C3

C1

A2

A3

xw

yw

zw

XY

Z

C2

C3

C1

A2

A3

Spherical joint independent wheel suspension

x

y

z

wheel

wheel

wheelγ

x

y

z

wheel

wheel

wheelγ

CH_FE_S CH_FE_D

SU_FE_S

SU_FE_D

W

δv

δv

= CAMBER

= TOE_ANG

γ

δv

Figure AUTO:4.1.15: Spherical independent wheel suspension


$B______dummy

$B_wheel_plate

$B_arm2

$B_arm3

$B_wheel

$B_damper_lower

$B_damper_upper

$B_wheel_posit_hlp

The topology of spherical suspension model is shown in Figure



L: x,y,z

L: x,y,z

L: x,y,zIsys dummy wheelplate

arm2

arm3

damperupper

damperlower

damperunit

α, ,γβ

α,γ

0 DOF

tran z

spring

α,γ

α,β

wheel

rot y

wheelposithlp

0 DOF

Figure AUTO:4.1.16: Kinematic tree/loop chart of spherical indepen-dent wheel suspension


$J_wheel_plate - 2nd Rotation about y [rad]



• Spring: is connected from dummy to wheel plate by default. Itcan be reconnected from damper upper or to each of arm or todamper lower.



• Steering mechanism: steering is not possible.




Independent swing axle suspension

The independent swing axle suspension is a mechanism with one degreeof freedom (SIMPACK swing axle suspension model has two degrees offreedom - see folowing description). The Figure AUTO:4.1.17 shows thekinematic chart of this suspension system and its SIMPACK representation.Co-ordinates of all points are given in vehicle connected co-ordinate system.

yw

xw

zw

X

Y

Z

C2

C1

Swing axle independent wheel suspension

Z

X Y z

x

y

wheel

wheel

wheel

γ

z

xywheel

wheel

wheel

γ

C2

C1

W

SU_FE_S

SU_FE_D

CH_FE_SCH_FE_D

δv

δv

= CAMBER

= TOE_ANG

γ

δv

Figure AUTO:4.1.17: Independent swing axle suspension


$B______dummy

$B_wheel_plate

$B_wheel

$B_damper_lower

$B_damper_upper

$B_wheel_posit_hlp

The topology of swing axle suspension model is shown in FigureAUTO:4.1.18 (damper unit is described in AUTO:4.1).

The independent joint states of the substructureHint:


L: x,y,zIsys dummydamperupper

damperlower

wheelassembly

damperunit

α,β

0 DOF

rot y

tran z

spring

wheel

rot y

wheelposithlp

0 DOF

Figure AUTO:4.1.18: Kinematic tree/loop chart of independent swingaxle suspension

are

$J_wheel_plate - Revolute Joint y : Beta [rad]



• Spring: is connected from dummy to wheel plate by default. It canbe reconnected from damper upper or to damper lower.




• Anti-Roll-Bar: can be connected to wheel plate.



Quadralink independent wheel suspension

The quadralink independent wheel suspension is a mechanism with onedegree of freedom (SIMPACK quadralink suspension model has twodegrees of freedom - see folowing description). It consists of wheelplate, three arms and damper bodies. The Figure AUTO:4.1.19 shows thekinematic chart of this suspension system and its SIMPACK representation.Co-ordinates of all points are given in vehicle connected co-ordinate system.

C1

C2

C3

A2

A3

A1

W

xwheel

wheel

y

zwheel

C1

C2

C3

A3

A1A2

Wx y

z

SU_FE_S

CH_FE_D = CH_FE_S

SU_FE_D

SU_FE_D

Figure AUTO:4.1.19: Quadralink independent wheel suspension


$B______dummy

$B_wheel_plate

$B_arm1

$B_arm2

$B_arm3

$B_wheel

$B_damper_lower

$B_damper_upper

$B_wheel_posit_hlp

The topology of quadralink suspension model is shown in FigureAUTO:4.1.20 (damper unit is described in AUTO:4.1).


Isys dummy wheelplatedamper

upperdamperlower

arm2

damperunit

α,γ

0 DOF

tran z 0 DOFL: x,y,z

spring

arm1α,γ ,β,γα

L: x,y,z wheel

rot y

wheelposithlp

0 DOF

arm2α,γL: x,y,z

Figure AUTO:4.1.20: Kinematic tree/loop chart of quadralink inde-pendent wheel suspension





• Spring: is connected from dummy to damper lower by default. Itcan be reconnected from damper upper or to arms or to wheel plate.




• Anti-Roll-Bar: can be connected to wheel plate or arms.



Independent integral axle suspension

The independent integral axle suspension is a mechanism with one degreeof freedom (SIMPACK integral axle suspension model has two degreesof freedom - see folowing description). It consists of wheel plate, tworods and arm with tie rod. The Figure AUTO:4.1.21 shows the kine-matic chart of this suspension system and its SIMPACK representation.Co-ordinates of all points are given in vehicle connected co-ordinate system.

C1

C2

C3

C4

A1

A2

A3

TR_WP W

xwheel

wheel

y

zwheelC1

C2

C3

C4

A2

A3

A1

Wx y

z

SU_FE_S

CH_FE_D = CH_FE_S

SU_FE_D

TR_TA

TR_WP

TR_TA

Figure AUTO:4.1.21: Independent integral axle suspension


$B______dummy

$B_wheel_plate

$B_triang_arm

$B_arm1

$B_arm2

$B_tie_rod

$B_wheel

$B_damper_lower

$B_damper_upper

$B_wheel_posit_hlp

The topology of integral axle suspension model is shown in Figure




damperupper

damperlower

triangarm

damperunit

α,β,γ

0 DOF

tran z

rot y

L: x,y,z

spring

tie_rodα,βL: x,y,z

α,β

arm1α,γL: x,y,z wheel

rot y

wheelposithlp

0 DOF

arm2α,γL: x,y,z

Figure AUTO:4.1.22: Kinematic tree/loop chart of independent inte-gral axle suspension


$J_triang_arm - Revolute Joint y : Beta [rad]










SLA independent wheel suspension

The SLA independent wheel suspension is a mechanism with one de-gree of freedom (SIMPACK SLA suspension model has two degreesof freedom - see folowing description). It consists of wheel plate witha deformable arm and three rods. The wheel plate is via deformablearm conected to the vehicle body. The Figure AUTO:4.1.23 shows thekinematic chart of this suspension system and its SIMPACK representation.Co-ordinates of all points are given in vehicle connected co-ordinate system.

C1

C2

C3

C4

WA

A2

A3A4

W

xwheel

wheel

y

zwheel

C1

C2

C3

C4 WA

A2

A3

A4

Wx y

z

SU_FE_S

CH_FE_D = CH_FE_S

SU_FE_D

Figure AUTO:4.1.23: The SLA independent wheel suspension


$B______dummy

$B_wheel_plate

$B_torsion_arm

$B_arm2

$B_arm3

$B_arm4

$B_wheel

$B_damper_lower

$B_damper_upper

$B_wheel_posit_hlp

The correct function of SLA axle supposes one deformable arm of wheel


plate.Since the SIMPACK model is defined from a rigid bodies, the suspensionmodel with rigid wheel plate would have just zero degree of freedom andso it would enable no movement.Consequently is the wheel plate divided into two bodies - $B wheel plate

and $B torsion arm - and elasticity of torsion arm is defined bymeans of force element type 13: Spatial torsion-spring damper (named$F torsion arm elasticity). The force parameters are set in the inputparameters data file.The coupling markers of force element are defined in a such way thatrotation of torsion arm about x axis means torsion of arm and rotationabout z axis means flexion of arm.

The topology of SLA suspension model is shown in Figure AUTO:4.1.24(damper unit is described in AUTO:4.1).

L: x,y,z

L: x,y,z


torsional_arm

arm2

arm3

arm4

wheel

damperupper

damperlower

damperunit

0 DOF

α,γ

α,γ

α,γ

α,β

α,γ

rot y

tran z

spring

,γα

L: x,y,z

L: x,y,z

wheelposithlp

0 DOF

torsional_arm_elasticity

Figure AUTO:4.1.24: Kinematic tree/loop chart of SLA independentwheel suspension


$J_torsion_arm - 1st Rotation about x [rad]




• Damper lower body: is connected to wheel plate by default. It


can be reconnected to each of arm.






Four link rigid axle

The four link rigid axle is a mechanism with two degrees of freedom(SIMPACK rigid axle model has four degrees of freedom - see folow-ing description). It consists of axle body and four rods. The FigureAUTO:4.1.25 shows the kinematic chart of this axle and its SIMPACKrepresentation. Co-ordinates of all points are given in vehicle connectedco-ordinate system.All data concerning right force elements, right wheel position and directionof right wheel axle are mirrored from the left side elements. The user hasto define the Substitution Variables of right side elements only in casethat they are different from the Substitution Variables of left side elements.

YX

Z

xa ya

za

C1

C2

C3

C4

A1

A2

A4

A3

ya

za

xa

X Y

Z

A1A2

A3

A4

C1

C2

C3C4

Four link rigid axle suspension

γ

x

y

z

wheel 1

wheel 1

wheel 11

γ

x

y

z

wheel 2

wheel 2

wheel 2 2

2

γ

x

z

wheel 2

ywheel 2

wheel 2 2

2

xy

z

wheel 1

wheel 1

wheel 11γ

1x

y

z

z

x

1

AX_FE1_S

AX_FE2_S

AX_FE1_DAX_FE2_D

CH_FE1_S

CH_FE2_S

CH_FE1_D

CH_FE2_D

WH1

WH2

δv

δv

= CAMBER

= TOE_ANG

γ

δv

δv

δv

Figure AUTO:4.1.25: Four link rigid axle


$B______dummy

$B_axle

$B_arm1


$B_arm2

$B_arm3

$B_arm4

$B_wheel_1

$B_wheel_2

$B_damper_1_lower

$B_damper_1_upper

$B_damper_2_lower

$B_damper_2_upper

$B_wheel_1_posit_hlp

$B_wheel_2_posit_hlp

The topology of four link rigid axle model is shown in Figure AUTO:4.1.26(damper unit is described in AUTO:4.1).

wheel_1posithlp

L: x,y,z

L: x,y,z

L: x,y,z

Isys dummy

arm1

arm2

arm3

arm4

damper_1upper

damper_1lower

damper_2upper

damper_2lower

axle

damper 1unit

spring 1

β,γ

β,γ

0 DOF

tran z

damper 2unit

β,γ

β,γ

α,β

α,βtran z

spring 2

L: x,y,z

γ,β,α

L: x,y,z

wheel_1

rot y

0 DOF

wheel_2posithlp

wheel_2

rot y

0 DOF

Figure AUTO:4.1.26: Kinematic tree/loop chart of four link rigid axle


$J_axle - 1st Rotation about x [rad]

$J_axle - 3nd Rotation about z [rad]

$J_wheel_1 - Revolute joint y : Beta [rad]

$J_wheel_2 - Revolute joint y : Beta [rad]

Axle force elements:


• Spring 1: is connected from dummy to axle by default. It can bereconnected from damper 1 upper or to damper 1 lower.

• Spring 2: is connected from dummy to axle by default. It can bereconnected from damper 2 upper or to damper 2 lower.

• Damper 1 lower body: is connected to axle (left side). It cannotbe reconnected.

• Damper 2 lower body: is connected to axle (right side). It cannotbe reconnected.



• Anti-Roll-Bar 1 (left side): can be connected to axle (left side)or arm1 or arm3.

• Anti-Roll-Bar 2 (right side): can be connected to axle (right side)or arm2 or arm4.

• Tyre force elements: can be added in a main model. They shouldconnect

¨

§

¥

¦From Marker i

$M_Isys

with¨

§

¥

¦To Marker j

$S_substructure name:$M_wheel_1

and

$S_substructure name:$M_wheel_2

in case of left and right wheel respectively.



Torsion beam wheel suspension

The torsion beam suspension is a mechanism with two degrees of freedom(SIMPACK torsion beam suspension model has two degrees of freedomas well - see folowing description). It consists of two arms on eachvehicle side and a torsion beam that connects arms together. The wheelsare connected to particular arms. The Figure AUTO:4.1.27 shows thekinematic chart of this suspension system and its SIMPACK representation.Co-ordinates of all points are given in vehicle connected co-ordinate system.

z wheel

ywheelx

W

CH_FE_S

wheel

CH_FE_D

y

z

x

SU_FE_S

SU_FE_D

C1

TB

Figure AUTO:4.1.27: The torsion beam suspension


$B______dummy

$B_arm_left

$B_arm_right

$B_wheel_left

$B_wheel_right

$B_damper_le_lower

$B_damper_le_upper

$B_damper_ri_lower

$B_damper_ri_upper

$B_wheel_le_posit_hlp

$B_wheel_ri_posit_hlp

Both the arms are connected via spherical joints to dummy body. Thetorsion beam properties are applied by means of force element type 13:


Spatial torsion-spring damper (named $F torsion beam elasticity).The force parameters are set in the Substitution Variables data file.

The topology of torsion beam suspension model is shown in FigureAUTO:4.1.28 (damper unit is described in AUTO:4.1).

α,β,γ

L: x,y,z

α,β

α,β

rot y

rot y

elasticity (rot y)torsion beam

L: α,γ,x,z

spring ri

spring le

0 DOF wheel learm left

posit hlp

0 DOFIsys dummy

0 DOF wheel riarm right

posit hlp

α,β,γ

tran z

lowerupperwheelleft

damper ledamper le

damper unit

L: x,y,z

tran z

lower lowerwheelright

damper ri damper ri

damper unit

Figure AUTO:4.1.28: Kinematic tree/loop chart of torsion beam sus-pension


$J_arm_left - 2nd Rotation about y [rad]

$J_arm_right - 2nd Rotation about y [rad]


• Spring le: is connected from dummy to arm left by default. It canbe reconnected from damper le upper or to damper le lower.

• Spring ri: is connected from dummy to arm right by default. Itcan be reconnected from damper ri upper or to damper ri lower.

• Damper le lower body: is connected to arm left by default. Itcannot be reconnected.

• Damper ri lower body: is connected to arm right by default. Itcannot be reconnected.




• Anti-Roll-Bar: can be connected to each of arm.



Anti-roll Bars

SIMPACK Automotive+ Database contains two anti-roll bar substructures.They are Front anti-roll bar and Rear anti-roll bar. Both anti-roll barassemblies are based on the same principles, it means that kinematicchart, SIMPACK model and the meaning of Substitution Variables are thesame for both front and rear anti-roll bar assemblies. In the following textthe general anti-roll bar assembly is described.The anti-roll bar assembly uses one vehicle connected co-ordinate systemand all Substitution Variables (co-ordinates) are related to this co-ordinatesystem. The Substitution Variables data should be applied in a nominalposition of system. All joint states of substructure have zero values in thisnominal position.The detailed description of Substitution Variables is included in AUTO:4.2.

The anti-roll bar assembly is a mechanism with zero degree of free-dom. It consists from anti-roll bar and two connecting rods. The FigureAUTO:4.1.29 shows the kinematic chart of anti-roll bar assembly modeland its SIMPACK representation.

C1

S1

S2

A1

A2

z

xy

z

x y

C1S1

S2

A1

A2

Anti-roll-bar assembly

torsionspring damper

Figure AUTO:4.1.29: Anti-roll bar assembly model


$B______dummy

$B______axledummy_le

$B______axledummy_ri

$B_anti_roll_bar_le

$B_anti_roll_bar_ri

The anti-roll bar is divided into two bodies:


$B_anti_roll_bar_le

$B_anti_roll_bar_ri

The force element type 13: Spatial torsion-spring damper (see III–FE:13)act between these bodies. The force parameters are set in the SubstitutionVariables data file.The connecting rods are in SIMPACK model represented by constraintstype 28: Massless Link.

The topology of anti-roll bar assembly model is shown in FigureAUTO:4.1.30.

L: typ 28

Isys dummy

anti_roll_bar_ri

anti_roll_bar_le

axledummy_le

axledummy_ri

0 DOF

rot y

0 DOF

0 DOF L: typ 28

rot y

torsionspring

damper

Figure AUTO:4.1.30: Kinematic tree/loop chart of anti-roll bar assem-bly

The anti-roll bar assembly model has 0 degree ofHint:freedom.


_substructure name

a name of the loaded substructure in a main model (substructure is namedby user during substructure loading process).

The location of vehicle connected coordinate system for anti-roll bar sub-structure definition comes from following image. The vehicle body is duringthe substructure modification represented by dummy body. It is effectiveto connect the dummy body with vehicle body by joint


with 0 degree of freedom after the loading of the substructure into themain model. This joint should connect

¨

§

¥

¦From Marker i


with¨

§

¥

¦To Marker j


The suspension systems (left and right independent wheel suspensionsor rigid axle suspension) connected by anti-roll bar substructure areduring the substructure modification represented by axledummy le and


axledummy ri bodies. To connect anti-roll bar substructure and the sus-pension systems in a main model the user has to connect axledummy le

and axledummy ri bodies with appropriate suspension by joints

$J_S_substructure name__J______axledummy_le

or

$J_S_substructure name__J______axledummy_ri.

• The joint $J S substructure name J axledummy le con-

nects¨

§

¥

¦From Marker i

$S_substructure name:$M_Isys_axledummy_le

with¨

§

¥

¦To Marker j

$S_substructure name:$M______axledummy_le_suspension

in a loaded anti-roll bar substructure.

• The joint $J S substructure name J axledummy ri con-

nects¨

§

¥

¦From Marker i

$S_substructure name:$M_Isys_axledummy_ri

with¨

§

¥

¦To Marker j

$S_substructure name:$M______axledummy_ri_suspension

in a loaded anti-roll bar substructure.

Mass propertiesThe substructure bodies have pre-defined mass, centre of mass and inertiamoments. The mass is defined as an Substitution Variable, centre of massdepends on the positions of defined markers and inertia moments dependon the mass and positions of defined markers.The inertia tensor is defined relative to the marker


This marker keeps the position and orientation of centre of mass.The dummy, axledummy le and axledummy ri bodies have a small massand inertia moments to not affect the anti-roll bar behaviour.See also AUTO:4.2.


Steering Assembly

SIMPACK Automotive+ Database contains four steering assembly sub-structures. They are

• Steering assembly type1 controlled

• Steering assembly type1 excited

• Steering assembly type2 controlled

• Steering assembly type2 excited

The steering assemblies use one vehicle connected co-ordinate system andall Substitution Variables (co-ordinates) are related to this co-ordinatesystem. The Substitution Variables data should be applied in a nominalposition of steering assembly. All joint parameters of substructure havezero values in this nominal position.There is defined one independent parameters file and one dependentparameters file for all steering assemblies that enables simply switchingbetween different types of steering assemblies in a main model. Thedetailed description of Substitution Variables is included in AUTO:4.2.

Steering assembly type1

The Steering assembly type1 excited and Steering assembly type1 con-trolled are defined nearly in the same way. The differences are mentionedbelow.

The steering assembly type1 is a mechanism with one degree of freedom.It consists of steering rack, steering rods (track rods), steering gear,steering column and steering wheel.The Figure AUTO:4.1.31 shows the kinematic chart of steering assemblysubstructure model and its SIMPACK representation.

The SIMPACK steering assembly type 1 substructure model consists ofbodies:

$B______dummy

$B_steerrack

$B_steercolmn

The steering wheel is included in $B steercolmn body.The steering rods are not included in steering assembly substructure modelbut they are a parts of steerable suspension substructures (five link sus-pension, Mc Pherson suspension, double wishbone suspension). In casethat user defines his own steerable suspension system and he wants to usethe steering assembly substructure, he has to define steering rods withinsuspension system model.The steering rods (left and right) has to be connected in a main model tosteering rack ($B steerrack) body via markers


x

z

y

x

z

y

RA1

RA2 (y)

CM1

CM2

RA1

RA2 (y)

CM1

CM2

Figure AUTO:4.1.31: Steering assembly type1 substructure model

$S_substructure name:$M_steerrack___steerrod_le

and

$S_substructure name:$M_steerrack___steerrod_ri

The constraint type 15: Gearbox: Torque → Force (see II–CONSTR:15.1)act as a steering gear. The gear parameters are set in the SubstitutionVariables data file.


_substructure name

a name of the loaded substructure in a main model (substructure is namedby user during substructure loading process).

The location of vehicle connected coordinate system for steering assemblysubstructure definition comes from following image. The vehicle body isduring the substructure modification represented by dummy body. It iseffective to connect the dummy body with vehicle body by joint


with 0 degree of freedom after the loading of the substructure into themain model. This joint should connect

¨

§

¥

¦From Marker i


with¨

§

¥

¦To Marker j



The vehicle joint must be of type 19: General Vehicle Joint - see followingdescription.

Differences in excited and controlled modelThe excited and controlled steering assemblies are based on the sameprinciple, the bodies and their graphics are alike. The difference is howeverin the way of excitation and thus the kinematic tree of models differ(see topology Figure AUTO:4.1.32 for steering assembly type 1 andAUTO:4.1.35 for steering assembly type 2).

Isys dummy

steercolmn

steerrack

0 DOF

rheonom (rot z)

tran y

L: typ 15(gearbox)

Isys dummy

steercolmn

steerrack

0 DOF

rot z

tran y

L: typ 15(gearbox)

L: y

a)

b)

Moving markerdummy_steering_ctrl

Figure AUTO:4.1.32: Kinematic tree/loop chart of steering assemblytype 1 a) excited and b) controlled

The $J steercolmn joint of steering assembly excited is defined as type40: Rheonom: Single Axis u(t) and it enables time excitation of thesteering assembly within a main model simulation.The steering assembly controlled uses control elements to translatesteering rack in y axis and thus to steer the vehicle.The control loop is defined in a such way that fistly is there measured dis-placement orthogonal to track at defined preview by force element type 168:Driver sensor (see VI–CE:168) and then are calculated control functionsfor position and velocity of steering rack. Finaly are these values appliedby actuator on the moved marker type 85 $M dummy steering ctrl

that moves steering rack rod (see AUTO:4.1.33).The preview distance and control function parameters are defined inSubstitution Variables.

The joint $J dummy is predefined as dummyHint:


vehicles track joint (force.par(1)) for measure-ments of force element type 168: Driver sensor,i.e. the body dummy must be connected to thevehicle body in a main model; the vehicle jointmust be joint type 19: General Vehicle Joint.

Steering sensor

Force typ 168:Driver Sensor

Steering control

Force typ 140: AD-filter by transfer fct

u1(t) =K

TI.T1.T2

1 + TI.L + TI.TD.L

L +

2

T1.T2

T1+T2

T1.T2

1 32L + L

Steering derivator


u2(t) =K

TI.T1.T2

L + TI.L + TI.TD.L

L +

3

T1.T2

T1+T2

T1.T2

1 32L + L

2

Steering actuator

Force typ 113: Position Control of Marker

rack_translation_y = u1(t)

rack_translational_velocity_y = u2(t)

u1(t) u2(t)

Orthogonaldisplacement L

Orthogonaldisplacement L

Preview distance for $J______dummy track joint

($_SA_SC_PRVIEW)

Figure AUTO:4.1.33: Control loop of controlled steering assembly

Mass propertiesThe substructure bodies have pre-defined mass, centre of mass and inertiamoments. The mass is defined as an Substitution Variable, centre of massdepends on the positions of defined markers and inertia moments dependon the mass and positions of defined markers.The inertia tensor is defined relative to the marker


This marker keeps the position of centre of mass and its orientationdepends on the type of body (steerrack, steercolmn etc.).The dummy body has a small mass and inertia moments to not affect thesteering assembly behaviour.


See also AUTO:4.2.

Steering assembly type2

The Steering assembly type2 excited and Steering assembly type2 con-trolled are defined nearly in the same way. The differences are mentionedbelow.

x

z

y

x

z

y

RA1

RA2 (y)

CM1

CM2

RA1

RA2 (y)

CM1

CM2

CM_UP

CM_LO

CM_UP

CM_LO

Figure AUTO:4.1.34: Steering assembly type2 substructure model

The steering assembly type2 is a mechanism with one degree of freedom.It consists of steering rack, steering rods (track rods), steering gear,steering column with two cardan joints and steering wheel.The Figure AUTO:4.1.34 shows the kinematic chart of steering assemblysubstructure model and its SIMPACK representation.

The SIMPACK steering assembly type 2 substructure model consists ofbodies:

$B______dummy

$B_steerrack

$B_steercolmn_upper

$B_steercolmn_middle

$B_steercolmn_lower_help

$B_steercolmn


The steering wheel is included in $B steercolmn body.The steering rods are not included in steering assembly substructure modelbut they are a parts of steerable suspension substructures.The steering rods (left and right) has to be connected in a main model tosteering rack ($B steerrack) body via markers

$S_substructure name:$M_steerrack___steerrod_le

and

$S_substructure name:$M_steerrack___steerrod_ri

The constraint type 15: Gearbox: Torque → Force (see II–CONSTR:15.1)act as a steering gear. The gear parameters are set in the SubstitutionVariables data file.

The location and connection of substructure in a main model is describedin Steering assembly type1 - see AUTO:4.1.

Differences in excited and controlled modelThe differences are described in AUTO:4.1. The topology of steering as-sembly type 2 shows Figure AUTO:4.1.35.

Mass propertiesSee mass properties description in AUTO:4.1.


Isys dummy

steercolmn_upper

steerrack

0 DOF

rot z

tran y

L: typ 15(gearbox)

L: y

a)

b)

steercolmn

steercolmn_middle

steercolmn_lower_help

rheonom (rot z)

α,β

tran z

L: γ,x,y,z

Isys dummy

steercolmn_upper

steerrack

0 DOF

rot z

tran y

L: typ 15(gearbox)

steercolmn

steercolmn_middle

steercolmn_lower_help

rot z

α,β

tran z

L: γ,x,y,z

Moving markerdummy_steering_ctrl

Figure AUTO:4.1.35: Kinematic tree/loop chart of steering assemblytype 2 a) excited and b) controlled


Driveline

SIMPACK Automotive+ Database contains two driveline substructures -Driveline excited and Driveline controlled.There is defined one independent parameters file and one dependentparameters file for both driveline models that enables simply switching be-tween drivelines in a main model. The detailed description of SubstitutionVariables is included in AUTO:4.2.Since the both driveline substructures have the same base the generaldriveline substructure is described in following text. The differences arementioned.

The driveline is a mechanism with two degrees of freedom. It consists ofinput shaft, differential box and two output shafts.The Figure AUTO:4.1.36 shows the kinematic chart of driveline substruc-ture model and its SIMPACK representation.

x

z

y

B

B

x

y

differential_box

differential_box

Figure AUTO:4.1.36: Driveline substructure model

The SIMPACK driveline substructure model consists of bodies:

$B______differential_box_dummy

$B______wheeldummy_le

$B______wheeldummy_ri

$B______driving_torque

$B_input_shaft

$B_output_shaft_le

$B_output_shaft_ri

The differential gear is represented by constraint type 18: Differential GearBox (see II–CONSTR:18), the gerbox rate is set in Substitution Variables.The output shafts are represented by bodies $B output shaft le

and $B output shaft ri and force elements $F drive shaft le and


$F drive shaft ri. The force elements are defined as type 13: Spa-tial torsion-spring damper (see III–FE:13) that simulate the elasticity ofshafts.The bodies $B wheeldummy le and $B wheeldummy ri shouldbe connected to the wheels of driven axle via joints

$J_S_substructure name__J______wheeldummy_le

and

$J_S_substructure name__J______wheeldummy_ri

The $B driving torque should be connected to the vehicle body(sprung weight) and $B differential box dummy should be con-nected either to the sprung or unsprung weight via joints

$J_S_substructure name__J______driving_torque

and

$J_S_substructure name__J______differential_box_dummy

The vehicle joint must be of type 19: General Vehicle Joint - see followingdescription.

The topology of driveline model is shown in Figure AUTO:4.1.37.

L: typ 18

Isys

wheeldummy_ri

0 DOF

rot y

output_shaft_ri

drivingtorque

output_shaft_le

inputshaft

differentialbox

dummy

0 DOF

0 DOF

rot y

rot xDLE: Drivingtorque

driveshaft_le

wheeldummy_le

driveshaft_ri

0 DOF

Figure AUTO:4.1.37: Kinematic tree/loop chart of driveline

Differences in excited and controlled modelThe only difference between excited and controlled model is the way ofcontrol.While in the excited model is the driving torque controlled by desiredtorque in the controlled model is the driving torque controlled by differ-ence between desired and actual velocity (see also control loop Figures -AUTO:4.1.38 and AUTO:4.1.39).

The desired torque of excited driveline is set as time excitation and it islimited by maximal and minimal torgue.


DLE: Desireddriving torque

Force typ 163: Sensorfor Time Excitations u(t)

DLE: Torque delimitation-MAX(driving)

Force typ 143: Connection Element and Function Generator

DLE: Torque delimitation-MIN(towing)

DLE: Driving torque

Force typ 110: Actuator Proportional Type

Input shaft driving torque = M_drive

Maximal torqueM_maximal

($_DL_M_MAX)


IF THENELSE

M_desired M_maximal M_drive = M_maximalM_drive = M_desired

IF THENELSE

M_drive M_minimal M_drive = M_driveM_drive = M_minimal

Minimal torqueM_minimal

($_DL_M_MIN)

M_desired = u_desired(t)

M_desired

M_drive

M_drive

u_desired(t)

≤

≤

Figure AUTO:4.1.38: Control loop of driveline excited

In the controlled driveline are compared actual velocity and desired velocity.The desired velocity is set as time excitation while the actual velocity ismeasured by force element type 168: Driver sensor (see VI–CE:168).

The joint $J driving torque is predefined asHint:dummy vehicles track joint (force.par(1)) formeasurements of force element type 168: Driversensor, i.e. the body driving torque must beconnected to the vehicle body in a main model;the vehicle joint must be joint type 19: GeneralVehicle Joint.


DLC: Desiredvehicle velocity


v_desired = u_desired(t)

u_desired(t)

DLC: Torque delimitation-MAX(driving)


DLC: Torque delimitation-MIN(towing)

DLC: Driving torque

Force typ 110: Actuator Proportional Type

Input shaft driving torque = M_drive

Maximaltorque

M_maximal($_DL_M_MAX)


IF THENELSE

M(t) M_maximal M_drive = M_maximalM_drive = M(t)

IF THENELSE

M_drive M_minimal M_drive = M_driveM_drive = M_minimal

Minimaltorque

M_minimal($_DL_M_MIN)

M_drive

M_drive

M(t)

DLC: Actualvehicle velocity

Force typ 168:Driver Sensor

DLC: Velocity difference


∆v = v_desired - v_actual

DLC: Control unit


M =ω .mvehicle.r + 2.D.ω .mvehicle.r .∆v

∆v

0 00 0

v_actual v_desired

∆v

M(t)

1

1

≤

≤

Figure AUTO:4.1.39: Control loop of driveline controlled

The controlling function of controlled driveline depends on the total weightof vehicle mvehicle and unloaded tyre radius r0. The other parameters areundamped natural angular frequency ω0 and natural damping D. Thenatural damping should be between 0,7 and 0,8. The undamped naturalangular frequency determines the rapidity of system: the higher valuegives more rapid system, i.e. the desired velocity is reached faster.The controlled driving torque is limited by maximal and minimal torgue.The driving torque limit values and control function parameters are definedin Substitution Variables.

Mass propertiesThe substructure bodies have pre-defined mass, centre of mass and inertiamoments. The mass is defined as an Substitution Variable, centre of massdepends on the body dimensions and inertia moments depend on the massand body dimensions.The inertia tensor is defined relative to the marker


This marker keeps the position of centre of mass and it is oriented asinertial system.


The dummy bodies have a small mass and inertia moments to not affectthe driveline behaviour.See also AUTO:4.2.


Brake Assembly

SIMPACK Automotive+ Database contains Four wheel brake assembly atpresent. It consists of four brake discs (front and rear) and four brakeblocks.The Figure AUTO:4.1.40 shows the SIMPACK representation of four wheelbrake assembly.

Figure AUTO:4.1.40: Four wheel brake assembly substructure model

The SIMPACK brake assembly substructure model consists of bodies:

$B___brake_disc_front_le

$B___brake_disc_front_ri

$B___brake_disc__rear_le

$B___brake_disc__rear_ri

$B___wheel_posit_hlp_dummy_front_le

$B___wheel_posit_hlp_dummy_front_ri

$B___wheel_posit_hlp_dummy__rear_le

$B___wheel_posit_hlp_dummy__rear_ri

The topology of brake assembly substructure model is shown in FigureAUTO:4.1.41.

Isys

brake_discfront_le

0 DOF

brakefrontleft

wheel_positionhlp_dummy

front_le

brake_discfront_ri

brakefrontright


front_ri

brake_discrear_ri

brakerearright


rear_ri

brake_discrear_le

brakerearleft


rear_le

0 DOF

0 DOF 0 DOF

0 DOF

0 DOF

0 DOF

0 DOF

Figure AUTO:4.1.41: Kinematic tree/loop chart of four wheel brakeassembly

The brake assembly bodies are connected to inertial system with zerodegrees of freedom.The brake discs must be connected to appropriate wheels after loading thesubstructure into a main model so that they rotate together with wheels.


The wheel posit hlp dummy bodies (brake blocks) must be connected tothe wheel posit hlp bodies or to a wheel plates in case of Automotive+suspension substructure or user defined suspension model respectively.

Control loopThere is defined control loop in the brake assembly model that enables todefine a total brake moment of vehicle and to divide the brake moment tofour wheels.

Unit brake moment

Brake moment sharefront


m_br_front = fct_distribution(m_brake)

Brake moment sharerear


m_br_rear = 1 - m_br_front

Brake moment: Front left


M_fr_le = Mmax.m_brake.m_br_front.$_BA_M_FR_L

Brake moment: Front right


M_fr_ri = Mmax.m_brake.m_br_front.(1-$_BA_M_FR_L)

Brake moment: Rear left


M_re_le = Mmax.m_brake.m_br_rear.$_BA_M_RE_L

Brake moment: Rear right


M_re_ri = Mmax.m_brake.m_br_rear.(1-$_BA_M_RE_L)

m_br_front

m_br_front

m_br_rear

m_br_rear

m_brake

1

0,5

0 t

m_brake0,5

m_brake

fct_distribution(m_brake)0,65

0 10,5

Input function


m_brake = u(t)

m_br_front

Mmax

Total brakemoment Mmax($_BA_M_MAX)

Mmax

Mmax

Figure AUTO:4.1.42: Control loop of four wheel brake assembly

The total brake moment of vehicle is specified by maximal brake momentvalue (is defined in Substitution Variables) and unit brake moment (is de-fined as time excitation).

The unit brake moment must not be less thenHint:zero and greater then one.


The total brake moment is divided to front and read axle by mo-ment distribution front rear input function and front axle brake momentand rear axle brake moment are then divided to left and right wheel.The brake moment share of left and right side is for both axles defined inSubstitution Variables.

Set $ 4BA M FR L = 0.54 to divide the brake momentExample:of front axle between left/right side:brake moment of front left wheel = 54 % of front brakemomentbrake moment of front right wheel = 46 % of front brakemoment.

The controlled brake moment of any wheel is applied by force elementtype 100: Friction with normal force given by other elements: B i (seeIII–FE:100) and it is shown as scaled 3d arrow.See also topology Figure AUTO:4.1.41 and control loop FigureAUTO:4.1.42.

The default arrow length is 1 m and default diameter isExample:0,1 m. Set the dimensions of 3d arrow to length 1.4 mand diameter 0,22 m using arrow scales $ 4BA ARW L =

1.4 and $ 4BA ARW D = 2.2.

Mass propertiesThe brake discs have pre-defined mass, centre of mass and inertia moments.The mass and centre of mass are defined in Substitution Variables, theinertia moments depend on the disc mass and disc diameter.The inertia tensor is defined relative to the marker


This marker keeps the position of centre of mass and is oriented as bodyreference system.The wheel posit hlp dummy bodies have a small mass and inertia momentsto not affect the brake assembly behaviour.See also AUTO:4.2.


Wheels Assembly

SIMPACK Automotive+ Database contains two wheels assemblies atpresent. They are Four wheels assembly - tyre forces 3d and Four wheelsassembly - tyre forces

Four wheels assembly - tyre forces 3d

The Figure AUTO:4.1.43 shows SIMPACK representation of four wheelsassembly - tyre forces 3d substructure.

Figure AUTO:4.1.43: Four wheels assembly - tyre forces 3d substruc-ture model

The SIMPACK four wheels assembly - tyre forces 3d substructure modelconsists of bodies:

$B______dummy_to_joint_19

$B______wheel_front_le

$B______wheel_front_ri

$B______wheel__rear_le

$B______wheel__rear_ri

$B______3d_force_front_le

$B______3d_force_front_ri

$B______3d_force__rear_le

$B______3d_force__rear_ri

The topology of four wheels assembly - tyre forces 3d model is shown inFigure AUTO:4.1.44.


_substructure name

a name of loaded substructure in a main model (substructure is named byuser during a substructure loading process).

After the substructure loading into a main model the dummy to joint 19body must be connected with a vehicle body by joint


tyrerear

ri

Isys

wheelfront_le

tyrefront

le

wheelfront_ri

wheelrear_ri

wheelrear_le

0 DOF

tyrerearle

0 DOF

0 DOFtyrefront

ri0 DOF

dummy_tojoint_19

0 DOF

3d_forcefront_le

3d_forcefront_ri

3d_forcerear_ri

3d_forcerear_le

rot z

L: γ

L: γ

rot z

rot z

rot z

L: γ

L: γ

Figure AUTO:4.1.44: Kinematic tree/loop chart of four wheels assem-bly - tyre forces 3d

$J_S_substructure name__J______dummy_to_joint_19

with 0 degree of freedom. This joint should connect¨

§

¥

¦From Marker i


with¨

§

¥

¦To Marker j

$S_substructure name:$M______dummy_to_joint_19

The vehicle body joint must be joint type 19:Hint:General Vehicle Joint.

There are defined tyres as force element type 49: General SIMPACKTyre (see III–FE:49) between inertial system (Isys) and wheel bodies.The Pacejca Similary methode is predefined as the tyre approxima-tion methode but it can be selected any other methode. The joint$J dummy to joint 19 is predefined as track-joint holding state orarc-length s(t) (force.par(10)).Since the tyre force elements type 49 are defined between inertialsystem and wheel bodies is it necessary to connect the wheel bodieswith appropriate rotated bodies in a main model (see Figure AUTO:4.1.45).

Load suspension substructure (susp fr le)Example:and four wheels substructure (wheels)to a main model. Modify the joint$J S wheels J wheel front le and replace the¨

§

¥

¦From Marker i $S wheels:$M Isys help front le

with marker $S susp fr le:$M wheel.

The bodies 3d force show tyre forces as a scaled arrows in x, y, z axes ofvehicle reference system. These bodies should be connected to the wheelcentre on the wheel plate.


Rotation y

Suspensionsystem

Connectionwith 0DOF

Four wheelsassembly

Figure AUTO:4.1.45: Connection of wheel front le to the suspensionin a main model

Load suspension substructure (susp fr le) and fourExample:wheels substructure (wheels) to a main model. Modifythe joint $J S wheels J 3d force front le

and replace the¨

§

¥

¦From Marker i

$S wheels:$M Isys help front le with marker$S susp fr le:$M wheel posit hlp wheel.

The length and diameter of the arrows can be modified by means of inputparameters.

The default arrow length is 1 m and default diameterExample:is 0,1 m. Set the dimensions of 3d arrows to length 1.4m and diameter 0,22 m using arrow scales $ 4W ARW L =

1.4 and $ 4W ARW D = 2.2.The 3d arrow length is set for any nominal force. Setthe nominal force in z axis to 3000 N using SubstitutionVariable

$_4W_3D_SCALE = 3000

The nominal forces in x and y axes can be set as well.

Mass propertiesAll bodies have pre-defined a small mass and inertia moments to not affectthe wheels assembly behaviour.See also AUTO:4.2.

Four wheels assembly - tyre forces

The four wheels assembly - tyre forces is simplification of four wheelsassembly - tyre forces 3d. There is reduced number of bodies and numberof constraints to enable faster time integration of a main model simulation.This substructure can be used if the user do not need to animate tyre forced.The substructure model consists of bodies:

$B______dummy_to_joint_19


$B______wheel_front_le

$B______wheel_front_ri

$B______wheel__rear_le

$B______wheel__rear_ri

The topology of four wheels assembly - tyre forces model is shown inFigure AUTO:4.1.46.

tyrerear

ri

Isys

wheelfront_le

tyrefront

le

wheelfront_ri

wheelrear_ri

wheelrear_le

0 DOF

tyrerearle

0 DOF

0 DOFtyrefront

ri0 DOF

dummy_tojoint_19

0 DOF

Figure AUTO:4.1.46: Kinematic tree/loop chart of four wheels assem-bly

The connection of substructure bodies in a main model is described inAUTO:4.1.

The vehicle body joint must be joint type 19:Hint:General Vehicle Joint.

Mass propertiesAll bodies have pre-defined a small mass and inertia moments to not affectthe wheels assembly behaviour.


Air Resistance

The air resistance substructure applies air resistance forces and momentson the vehicle chassis and provides graphical representation of the forcesas well - see Figure AUTO:4.1.47.

Figure AUTO:4.1.47: Application of substructure of air resistance in avehicle model

The substructure consists of one body $B dummy and one force element$F air resistance.The force element is of type 60: Air resistance of vehicle (see III–FE:60)and it acts between reference system Isys and body dummy. They areanimated following forces:

• longitudinal force FARx,

• lateral force front FARyfront,

• lateral force rear FARyrear,

• vertical force front FARzfront,

• vertical force rear FARzrear.

The joint of body dummy must be connected to the marker on vehiclechassis that represents reference point after loading substructure in a mainmodel.The reference point is a reference point where the air resistance coefficientsare measured.

The complex air resistance without wind (force.par(1) of$F air resistance) is predefined for substructure. This mode canbe changed in the model of substructure itself.

See also AUTO:4.2 for detailed description of Substitution Variables.

Substitution Variables AUTO:4.2 -77

AUTO:4.2 Substitution Variables

There is defined a set of independent and dependent Substitution Vari-ables for every type of parameterized substructure. To define a concretesubstructure the independent Substitution Variables must be fulfiled withuser specific data.The Substitution Variables are defined in a separated files (for independentand dependent parameters). The files are located in:

~/database/mbs_db_ip

There are defined independent parameters files (ip files) and de-pendent parameters files (dp files). The dp files can be modifiedonly in case of a specific mass properties of parameterized system (seeAUTO:4.2).The modified Substitution Variables data file will be included tothe particular substructure model by means of Elements ⊲

Substitution Variable Setsicon (see Figure AUTO:4.2.48)

Figure AUTO:4.2.48: The including of modificated Substitution Vari-ables data file to SIMPACK user environment

After the change of Substitution VariablesHint:data file and reloading of the MBS, the sub-structure joints states will respect the oldsubstructure position. Consequently the action¨

§

¥

¦Assemble System must be done.

If the ”iteration is not making a good progress”within system assembling then all the jointpositions should be set-up to zero value and

AUTO:4.2 -78 Substitution Variables

¨

§

¥

¦Assemble System should be realized again.

Mass properties definitionThe substructure bodies have pre-defined mass properties. The mass isapplied in independent parameters, the centre of mass and inertia momentsare dependent parameters but they can be also specified by user.The centre of mass and inertia moments data is defined both in ip anddp files. In ip file is data deactive while in dp file is it active. If the userspecify the concrete values (centre of mass co-ordinates, inertia moments)it must be set and activate in ip file and deactivate in dp file.

There are defined folowing mass parameters of arm4Example:

$_5_A4_MASS = 0.3 ! arm4: mass

! $_5_A4_CEN_X = 0.0 ! arm4: centre_of_mass_x

! $_5_A4_CEN_Y = 0.0 ! arm4: centre_of_mass_y

! $_5_A4_CEN_Z = 0.0 ! arm4: centre_of_mass_z

! $_5_A4_I_X = 0.3 ! arm4: inertia_moment_x

! $_5_A4_I_Y = 0.3 ! arm4: inertia_moment_y

! $_5_A4_I_Z = 0.3 ! arm4: inertia_moment_z

and

$_5_A4_CEN_X = formula{($_5_A4_X+$_5_C4_X)/2}

$_5_A4_CEN_Y = formula{($_5_A4_Y+$_5_C4_Y)/2}

$_5_A4_CEN_Z = formula{($_5_A4_Z+$_5_C4_Z)/2}

$_5_A4_I_X = formula{$_5_A4_MASS*$_5_A4_I_HXZ}

$_5_A4_I_Y = formula{$_5_A4_MASS*(...)/8}

$_5_A4_I_Z = formula{$_5_A4_MASS*$_5_A4_I_HXZ}

in independent parameters and dependent pa-

rameters file respectively.To set the concrete centre of mass y co-ordinate and in-ertial moments the appropriate values must be activatein independent parameters file

$_5_A4_MASS = 0.3 ! arm4: mass

! $_5_A4_CEN_X = 0.0 ! arm4: centre_of_mass_x

$_5_A4_CEN_Y = 0.64 ! arm4: centre_of_mass_y

! $_5_A4_CEN_Z = 0.0 ! arm4: centre_of_mass_z

$_5_A4_I_X = 0.28 ! arm4: inertia_moment_x

$_5_A4_I_Y = 0.012 ! arm4: inertia_moment_y

$_5_A4_I_Z = 0.28 ! arm4: inertia_moment_z

and deactivate in dependent parameters file

$_5_A4_CEN_X = formula{($_5_A4_X+$_5_C4_X)/2}

! $_5_A4_CEN_Y = formula{($_5_A4_Y+$_5_C4_Y)/2}

$_5_A4_CEN_Z = formula{($_5_A4_Z+$_5_C4_Z)/2}

! $_5_A4_I_X = formula{$_5_A4_MASS*$_5_A4_I_HXZ}

! $_5_A4_I_Y = formula{$_5_A4_MASS*(...)/8}

! $_5_A4_I_Z = formula{$_5_A4_MASS*$_5_A4_I_HXZ}

See also Substitution Variables description of conctrete substructure(AUTO:4.1 for suspension systems or AUTO:4.1 for anti-roll bar orAUTO:4.1 for steering assembly).


Suspension Systems

SIMPACK Automotive+ Database offers different types of wheel suspen-sion substructures.

The physical units of Substitution Variables andHint:physical units of a main model must be identical!


The data file of Substitution Variables has following structure (the list ofparameters is completed by their meaning - see Figure AUTO:4.2.49, fordamper parameters description see Figure AUTO:4.1.2).For detailed description of five link substructure see AUTO:4.1.

C1

C2

C3

C4

A1

A2

A3

A4

A5

X Y

Z

xw

yw

zwC5

γ

x wheelwheel

y

zwheel

SU_FE_S

CH_FE_S

W

CH_FE_D

SU_FE_D δv

= CAMBER

= TOE_ANG

γ

δv

Figure AUTO:4.2.49: Kinematic chart of five link independent wheelsuspension

Geometric values:

$_5_C1_X = coordinates of point C1

$_5_C1_Y = in vehicle body

$_5_C1_Z = coordinate system














$_5_A1_X = coordinates of point A1

$_5_A1_Y = in vehicle body

$_5_A1_Z = coordinate system













$_5_C1_RX = orientation of point C1 (via point R)

$_5_C1_RY = for elastokinematic; given in

$_5_C1_RZ = vehicle body coordinate system













$_5_W_X = coordinates of wheel centre

$_5_W_Y = in vehicle body

$_5_W_Z = coordinate system

$_5_CAMBER = camber angle of wheel [deg]

$_5_TOE_ANG = toe angle [deg]

$_5_TYRE_D = wheel dimensions: tyre diameter

$_5_TYRE_WI = wheel dimensions: tyre width


$_5_TYRE_RIM = wheel dimensions: rim diameter

$_5_SU_FE_SX = coordinates of spring coupling marker

$_5_SU_FE_SY = on suspension - wheel plate, arms, damper lower;

$_5_SU_FE_SZ = given in vehicle body coordinate system

$_5_CH_FE_SX = coordinates of spring coupling marker

$_5_CH_FE_SY = on dummy body or damper upper;

$_5_CH_FE_SZ = given in vehicle body coordinate system

$_5_SU_FE_DX = coordinates of damper unit coupling

$_5_SU_FE_DY = marker on suspension - wheel plate, arms;

$_5_SU_FE_DZ = given in vehicle body coordinate system

$_5_CH_FE_DX = coordinates of damper unit coupling

$_5_CH_FE_DY = marker on dummy body;

$_5_CH_FE_DZ = given in vehicle body coordinate system

$_5_OSPR_L = overload spring: coupling markers distance

$_5_OSPR_3DL = overload spring: length for 3D representation

$_5_ARM_D = diameter of arm rod

$_5_DA_UP_D = diameter of upper damper

$_5_DA_LO_D = diameter of lower damper

Mass values:

$_5_A1_MASS = mass of arm 1 [kg]

! $_5_A1_CEN_X = mass centre of arm 1

! $_5_A1_CEN_Y = given in vehicle body coordinate system

! $_5_A1_CEN_Z = DEACTIVE !!!

! $_5_A1_I_X = main inertia moments of arm 1 [kg.m^2]

! $_5_A1_I_Y = given in marker masscentre system

! $_5_A1_I_Z = DEACTIVE !!!






























$_5_WP_MASS = mass of wheel plate [kg]

! $_5_WP_CEN_X = mass centre of wheel plate

! $_5_WP_CEN_Y = given in vehicle body coordinate system

! $_5_WP_CEN_Z = DEACTIVE !!!

! $_5_WP_I_X = main inertia moments of wheel plate [kg.m^2]

! $_5_WP_I_Y = given in marker masscentre system

! $_5_WP_I_Z = DEACTIVE !!!

$_5_W_MASS = mass of wheel [kg]

$_5_W_CEN_X = mass centre of wheel

$_5_W_CEN_Y = given in vehicle

$_5_W_CEN_Z = body coordinate system

! $_5_W_I_X = main inertia moments of wheel [kg.m^2]

! $_5_W_I_Y = given in marker masscentre system

! $_5_W_I_Z = DEACTIVE !!!

$_5_DAL_MASS = mass of damper lower [kg]

! $_5_DAL_CEN_X = mass centre of damper lower

! $_5_DAL_CEN_Y = given in vehicle body coordinate system

! $_5_DAL_CEN_Z = DEACTIVE !!!

! $_5_DAL_I_X = main inertia moments of damper lower [kg.m^2]

! $_5_DAL_I_Y = given in marker masscentre system

! $_5_DAL_I_Z = DEACTIVE !!!

$_5_DAU_MASS = mass of damper upper [kg]

! $_5_DAU_CEN_X = mass centre of damper upper

! $_5_DAU_CEN_Y = given in vehicle body coordinate system

! $_5_DAU_CEN_Z = DEACTIVE !!!

! $_5_DAU_I_X = main inertia moments of damper upper [kg.m^2]

! $_5_DAU_I_Y = given in marker masscentre system

! $_5_DAU_I_Z = DEACTIVE !!!


The data file of Substitution Variables has following structure (the list ofparameters is completed by their meaning - see Figure AUTO:4.2.50, fordamper parameters description see Figure AUTO:4.1.2).For detailed description of Mc Pherson substructure see AUTO:4.1.


xw

yw

zw

X

Z

Y

C1

C2

A1

STR_WPSTR_RA

x

y

z wheel

wheel

wheel

γ

CH_FE_S

SU_FE_S

CH_FE_D

SU_FE_D

W

δv

= CAMBER

= TOE_ANG

γ

δv

Figure AUTO:4.2.50: Kinematic chart of Mc Pherson independentwheel suspension

Geometric values:

$_PH_C1_X = coordinates of point C1

$_PH_C1_Y = (on rotational axle) in vehicle

$_PH_C1_Z = body coordinate system

$_PH_C2_X = coordinates of point C2

$_PH_C2_Y = (on rotational axle) in vehicle

$_PH_C2_Z = body coordinate system

$_PH_A1_X = coordinates of point A1

$_PH_A1_Y = in vehicle body

$_PH_A1_Z = coordinate system

$_PH_STR_RA_X = coordinates of point STR_RA

$_PH_STR_RA_Y = (on steering rod) in vehicle

$_PH_STR_RA_Z = body coordinate system

$_PH_STR_WP_X = coordinates of point STR_WP

$_PH_STR_WP_Y = (on steering rod) in vehicle

$_PH_STR_WP_Z = body coordinate system

$_PH_C1_RX = orientation of point C1 (via point R)

$_PH_C1_RY = for elastokinematic; given in

$_PH_C1_RZ = vehicle body coordinate system

$_PH_C2_RX = orientation of point C2 (via point R)

$_PH_C2_RY = for elastokinematic; given in

$_PH_C2_RZ = vehicle body coordinate system

$_PH_STR_RA_RX = orientation of point STR_RA (via point R)

$_PH_STR_RA_RY = for elastokinematic; given in

$_PH_STR_RA_RZ = vehicle body coordinate system

$_PH_W_X = coordinates of wheel centre


$_PH_W_Y = in vehicle body

$_PH_W_Z = coordinate system

$_PH_CAMBER = camber angle of wheel [deg]

$_PH_TOE_ANG = toe angle [deg]

$_PH_TYRE_D = wheel dimensions: tyre_diameter

$_PH_TYRE_WI = wheel dimensions: tyre_width

$_PH_TYRE_RIM = wheel dimensions: rim_diameter

$_PH_SU_FE_SX = coordinates of spring coupling marker

$_PH_SU_FE_SY = on suspension - wheel plate, arm, damper lower;

$_PH_SU_FE_SZ = given in vehicle body coordinate system

$_PH_CH_FE_SX = coordinates of spring coupling marker

$_PH_CH_FE_SY = on dummy body or damper upper;

$_PH_CH_FE_SZ = given in vehicle body coordinate system

$_PH_SU_FE_DX = coordinates of damper unit coupling marker

$_PH_SU_FE_DY = on suspension - wheel plate;

$_PH_SU_FE_DZ = given in vehicle body coordinate system

$_PH_CH_FE_DX = coordinates of damper unit coupling

$_PH_CH_FE_DY = marker on dummy body given in vehicle

$_PH_CH_FE_DZ = body coordinate system

$_PH_OSPR_L = overload spring: coupling markers distance

$_PH_OSPR_3DL = overload spring: length for 3D representation

$_PH_ARM_D = diameter of arm rod

$_PH_DA_UP_D = diameter of upper damper

$_PH_DA_LO_D = diameter of lower damper

Mass values:

$_PH_ARM_MASS = mass of arm [kg]

! $_PH_ARM_CEN_X = mass centre of arm

! $_PH_ARM_CEN_Y = given in vehicle body coordinate system

! $_PH_ARM_CEN_Z = DEACTIVE !!!

! $_PH_ARM_I_X = main inertia moments of arm [kg.m^2]

! $_PH_ARM_I_Y = given in marker masscentre system

! $_PH_ARM_I_Z = DEACTIVE !!!

$_PH_STR_MASS = mass of steering rod [kg]

! $_PH_STR_CEN_X = mass centre of steering rod

! $_PH_STR_CEN_Y = given in vehicle body coordinate system

! $_PH_STR_CEN_Z = DEACTIVE !!!

! $_PH_STR_I_X = main inertia moments of steering rod [kg.m^2]

! $_PH_STR_I_Y = given in marker masscentre system

! $_PH_STR_I_Z = DEACTIVE !!!

$_PH_WP_MASS = mass of wheel plate [kg]

! $_PH_WP_CEN_X = mass centre of wheel plate


! $_PH_WP_CEN_Y = given in vehicle body coordinate system

! $_PH_WP_CEN_Z = DEACTIVE !!!

! $_PH_WP_I_X = main inertia moments of wheel plate [kg.m^2]

! $_PH_WP_I_Y = given in marker masscentre system

! $_PH_WP_I_Z = DEACTIVE !!!

$_PH_W_MASS = mass of wheel [kg]

$_PH_W_CEN_X = mass centre of wheel

$_PH_W_CEN_Y = given in vehicle

$_PH_W_CEN_Z = body coordinate system

! $_PH_W_I_X = main inertia moments of wheel [kg.m^2]

! $_PH_W_I_Y = given in marker masscentre system

! $_PH_W_I_Z = DEACTIVE !!!

$_PH_DAL_MASS = mass of damper lower [kg]

! $_PH_DAL_CEN_X = mass centre of damper lower

! $_PH_DAL_CEN_Y = given in vehicle body coordinate system

! $_PH_DAL_CEN_Z = DEACTIVE !!!

! $_PH_DAL_I_X = main inertia moments of damper lower [kg.m^2]

! $_PH_DAL_I_Y = given in marker masscentre system

! $_PH_DAL_I_Z = DEACTIVE !!!

$_PH_DAU_MASS = mass of damper upper [kg]

! $_PH_DAU_CEN_X = mass centre of damper upper

! $_PH_DAU_CEN_Y = given in vehicle body coordinate system

! $_PH_DAU_CEN_Z = DEACTIVE !!!

! $_PH_DAU_I_X = main inertia moments of damper upper [kg.m^2]

! $_PH_DAU_I_Y = given in marker masscentre system

! $_PH_DAU_I_Z = DEACTIVE !!!


The data file of Substitution Variables has following structure (the list ofparameters is completed by their meaning - see Figure AUTO:4.2.51, fordamper parameters description see Figure AUTO:4.1.2).For detailed description of Mc Pherson dissolved substructure seeAUTO:4.1.

Geometric values:

$_PD_C1_X = coordinates of point C1

$_PD_C1_Y = (on rotational axle) in vehicle

$_PD_C1_Z = body coordinate system

$_PD_C2_X = coordinates of point C2

$_PD_C2_Y = (on rotational axle) in vehicle

$_PD_C2_Z = body coordinate system

$_PD_A1_X = coordinates of point A1

$_PD_A1_Y = in vehicle body

$_PD_A1_Z = coordinate system

$_PD_A2_X = coordinates of point A2


xw

yw

zw

X

Z

Y

C1

C2

A2

STR_WPSTR_RA

x

y

z wheel

wheel

wheel

γ

CH_FE_S

SU_FE_S

CH_FE_D

SU_FE_D

WA1

δv

= CAMBER

= TOE_ANG

γ

δv

Figure AUTO:4.2.51: Kinematic chart of Mc Pherson dissolved inde-pendent wheel suspension

$_PD_A2_Y = in vehicle body

$_PD_A2_Z = coordinate system

$_PD_STR_RA_X = coordinates of point STR_RA

$_PD_STR_RA_Y = (on steering rod) in vehicle

$_PD_STR_RA_Z = body coordinate system

$_PD_STR_WP_X = coordinates of point STR_WP

$_PD_STR_WP_Y = (on steering rod) in vehicle

$_PD_STR_WP_Z = body coordinate system

$_PD_C1_RX = orientation of point C1 (via point R)

$_PD_C1_RY = for elastokinematic; given in

$_PD_C1_RZ = vehicle body coordinate system

$_PD_C2_RX = orientation of point C2 (via point R)

$_PD_C2_RY = for elastokinematic; given in

$_PD_C2_RZ = vehicle body coordinate system

$_PD_STR_RA_RX = orientation of point STR_RA (via point R)

$_PD_STR_RA_RY = for elastokinematic; given in

$_PD_STR_RA_RZ = vehicle body coordinate system

$_PD_W_X = coordinates of wheel centre

$_PD_W_Y = in vehicle body

$_PD_W_Z = coordinate system

$_PD_CAMBER = camber angle of wheel [deg]

$_PD_TOE_ANG = toe angle [deg]

$_PD_TYRE_D = wheel dimensions: tyre_diameter

$_PD_TYRE_WI = wheel dimensions: tyre_width

$_PD_TYRE_RIM = wheel dimensions: rim_diameter


$_PD_SU_FE_SX = coordinates of spring coupling marker

$_PD_SU_FE_SY = on suspension - wheel plate, arms, damper lower;

$_PD_SU_FE_SZ = given in vehicle body coordinate system

$_PD_CH_FE_SX = coordinates of spring coupling marker

$_PD_CH_FE_SY = on dummy body or damper upper;

$_PD_CH_FE_SZ = given in vehicle body coordinate system

$_PD_SU_FE_DX = coordinates of damper unit coupling marker

$_PD_SU_FE_DY = on suspension - wheel plate;

$_PD_SU_FE_DZ = given in vehicle body coordinate system

$_PD_CH_FE_DX = coordinates of damper unit coupling

$_PD_CH_FE_DY = marker on dummy body given in vehicle

$_PD_CH_FE_DZ = body coordinate system

$_PD_OSPR_L = overload spring: coupling markers distance

$_PD_OSPR_3DL = overload spring: length for 3D representation

$_PD_ARM_D = diameter of arm rod

$_PD_DA_UP_D = diameter of upper damper

$_PD_DA_LO_D = diameter of lower damper

Mass values:

$_PD_A1_MASS = mass of arm 1 [kg]

! $_PD_A1_CEN_X = mass centre of arm 1

! $_PD_A1_CEN_Y = given in vehicle body coordinate system

! $_PD_A1_CEN_Z = DEACTIVE !!!

! $_PD_A1_I_X = main inertia moments of arm 1 [kg.m^2]

! $_PD_A1_I_Y = given in marker masscentre system

! $_PD_A1_I_Z = DEACTIVE !!!

$_PD_A2_MASS = mass of arm 2 [kg]

! $_PD_A2_CEN_X = mass centre of arm 2

! $_PD_A2_CEN_Y = given in vehicle body coordinate system

! $_PD_A2_CEN_Z = DEACTIVE !!!

! $_PD_A2_I_X = main inertia moments of arm 2 [kg.m^2]

! $_PD_A2_I_Y = given in marker masscentre system

! $_PD_A2_I_Z = DEACTIVE !!!

$_PD_STR_MASS = mass of steering rod [kg]

! $_PD_STR_CEN_X = mass centre of steering rod

! $_PD_STR_CEN_Y = given in vehicle body coordinate system

! $_PD_STR_CEN_Z = DEACTIVE !!!

! $_PD_STR_I_X = main inertia moments of steering rod [kg.m^2]

! $_PD_STR_I_Y = given in marker masscentre system

! $_PD_STR_I_Z = DEACTIVE !!!

$_PD_WP_MASS = mass of wheel plate [kg]

! $_PD_WP_CEN_X = mass centre of wheel plate

! $_PD_WP_CEN_Y = given in vehicle body coordinate system

! $_PD_WP_CEN_Z = DEACTIVE !!!


! $_PD_WP_I_X = main inertia moments of wheel plate [kg.m^2]

! $_PD_WP_I_Y = given in marker masscentre system

! $_PD_WP_I_Z = DEACTIVE !!!

$_PD_W_MASS = mass of wheel [kg]

$_PD_W_CEN_X = mass centre of wheel

$_PD_W_CEN_Y = given in vehicle

$_PD_W_CEN_Z = body coordinate system

! $_PD_W_I_X = main inertia moments of wheel [kg.m^2]

! $_PD_W_I_Y = given in marker masscentre system

! $_PD_W_I_Z = DEACTIVE !!!

$_PD_DAL_MASS = mass of damper lower [kg]

! $_PD_DAL_CEN_X = mass centre of damper lower

! $_PD_DAL_CEN_Y = given in vehicle body coordinate system

! $_PD_DAL_CEN_Z = DEACTIVE !!!

! $_PD_DAL_I_X = main inertia moments of damper lower [kg.m^2]

! $_PD_DAL_I_Y = given in marker masscentre system

! $_PD_DAL_I_Z = DEACTIVE !!!

$_PD_DAU_MASS = mass of damper upper [kg]

! $_PD_DAU_CEN_X = mass centre of damper upper

! $_PD_DAU_CEN_Y = given in vehicle body coordinate system

! $_PD_DAU_CEN_Z = DEACTIVE !!!

! $_PD_DAU_I_X = main inertia moments of damper upper [kg.m^2]

! $_PD_DAU_I_Y = given in marker masscentre system

! $_PD_DAU_I_Z = DEACTIVE !!!


The data file of Substitution Variables has following structure (the list ofparameters is completed by their meaning - see Figure AUTO:4.2.52, fordamper parameters description see Figure AUTO:4.1.2).For detailed description of double wishbone substructure see AUTO:4.1.

xw

yw

zw

C3

C4

A3

STR_WP

STR_RA

x

y

z wheel

wheel

wheel

γ

CH_FE_S

SU_FE_S

CH_FE_D

SU_FE_D

W

C1

C2

A1

X Y

Z

δv

= CAMBER

= TOE_ANG

γ

δv

Figure AUTO:4.2.52: Kinematic chart of double wishbone independentwheel suspension


Geometric values:

$_WI_C1_X = coordinates of point C1

$_WI_C1_Y = (on rotational axle - upper arm)

$_WI_C1_Z = in vehicle body coordinate system


$_WI_C2_Y = (on rotational axle - upper arm)



$_WI_C3_Y = (on rotational axle - lower arm)



$_WI_C4_Y = (on rotational axle - lower arm)


$_WI_A1_X = coordinates of point A1

$_WI_A1_Y = in vehicle body

$_WI_A1_Z = coordinate system

$_WI_A3_X = coordinates of point A3

$_WI_A3_Y = in vehicle body

$_WI_A3_Z = coordinate system

$_WI_STR_RA_X = coordinates of point STR_RA

$_WI_STR_RA_Y = (on steering rod) in vehicle

$_WI_STR_RA_Z = body coordinate system

$_WI_STR_WP_X = coordinates of point STR_WP

$_WI_STR_WP_Y = (on steering rod) in vehicle

$_WI_STR_WP_Z = body coordinate system

$_WI_C1_RX = orientation of point C1 (via point R)

$_WI_C1_RY = for elastokinematic; given in

$_WI_C1_RZ = vehicle body coordinate system










$_WI_STR_RA_RX = orientation of point STR_RA (via point R)

$_WI_STR_RA_RY = for elastokinematic; given in

$_WI_STR_RA_RZ = vehicle body coordinate system


$_WI_W_X = coordinates of wheel centre

$_WI_W_Y = in vehicle body

$_WI_W_Z = coordinate system

$_WI_CAMBER = camber angle of wheel [deg]

$_WI_TOE_ANG = toe angle [deg]

$_WI_TYRE_D = wheel dimensions: tyre_diameter

$_WI_TYRE_WI = wheel dimensions: tyre_width

$_WI_TYRE_RIM = wheel dimensions: rim_diameter

$_WI_SU_FE_SX = coordinates of spring coupling marker

$_WI_SU_FE_SY = on suspension - wheel plate, arms, damper lower;

$_WI_SU_FE_SZ = given in vehicle body coordinate system

$_WI_CH_FE_SX = coordinates of spring coupling marker

$_WI_CH_FE_SY = on dummy body or damper upper;

$_WI_CH_FE_SZ = given in vehicle body coordinate system

$_WI_SU_FE_DX = coordinates of damper unit coupling

$_WI_SU_FE_DY = marker on suspension - wheel plate, arms;

$_WI_SU_FE_DZ = given in vehicle body coordinate system

$_WI_CH_FE_DX = coordinates of damper unit coupling

$_WI_CH_FE_DY = marker on dummy body;

$_WI_CH_FE_DZ = given in vehicle body coordinate system

$_WI_OSPR_L = overload spring: coupling markers distance

$_WI_OSPR_3DL = overload spring: length for 3D representation

$_WI_ARM_D = diameter of arm rod

$_WI_DA_UP_D = diameter of upper damper

$_WI_DA_LO_D = diameter of lower damper

Mass values:

$_WI_AUP_MASS = mass of arm upper [kg]

! $_WI_AUP_CEN_X = mass centre of arm upper

! $_WI_AUP_CEN_Y = given in vehicle body coordinate system

! $_WI_AUP_CEN_Z = DEACTIVE !!!

! $_WI_AUP_I_X = main inertia moments of arm upper [kg.m^2]

! $_WI_AUP_I_Y = given in marker masscentre system

! $_WI_AUP_I_Z = DEACTIVE !!!

$_WI_ALO_MASS = mass of arm lower [kg]

! $_WI_ALO_CEN_X = mass centre of arm lower

! $_WI_ALO_CEN_Y = given in vehicle body coordinate system

! $_WI_ALO_CEN_Z = DEACTIVE !!!

! $_WI_ALO_I_X = main inertia moments of arm lower [kg.m^2]

! $_WI_ALO_I_Y = given in marker masscentre system

! $_WI_ALO_I_Z = DEACTIVE !!!


$_WI_STR_MASS = mass of steering rod [kg]

! $_WI_STR_CEN_X = mass centre of steering rod

! $_WI_STR_CEN_Y = given in vehicle body coordinate system

! $_WI_STR_CEN_Z = DEACTIVE !!!

! $_WI_STR_I_X = main inertia moments of steering rod [kg.m^2]

! $_WI_STR_I_Y = given in marker masscentre system

! $_WI_STR_I_Z = DEACTIVE !!!

$_WI_WP_MASS = mass of wheel plate [kg]

! $_WI_WP_CEN_X = mass centre of wheel plate

! $_WI_WP_CEN_Y = given in vehicle body coordinate system

! $_WI_WP_CEN_Z = DEACTIVE !!!

! $_WI_WP_I_X = main inertia moments of wheel plate [kg.m^2]

! $_WI_WP_I_Y = given in marker masscentre system

! $_WI_WP_I_Z = DEACTIVE !!!

$_WI_W_MASS = mass of wheel [kg]

$_WI_W_CEN_X = mass centre of wheel

$_WI_W_CEN_Y = given in vehicle

$_WI_W_CEN_Z = body coordinate system

! $_WI_W_I_X = main inertia moments of wheel [kg.m^2]

! $_WI_W_I_Y = given in marker masscentre system

! $_WI_W_I_Z = DEACTIVE !!!

$_WI_DAL_MASS = mass of damper lower [kg]

! $_WI_DAL_CEN_X = mass centre of damper lower

! $_WI_DAL_CEN_Y = given in vehicle body coordinate system

! $_WI_DAL_CEN_Z = DEACTIVE !!!

! $_WI_DAL_I_X = main inertia moments of damper lower [kg.m^2]

! $_WI_DAL_I_Y = given in marker masscentre system

! $_WI_DAL_I_Z = DEACTIVE !!!

$_WI_DAU_MASS = mass of damper upper [kg]

! $_WI_DAU_CEN_X = mass centre of damper upper

! $_WI_DAU_CEN_Y = given in vehicle body coordinate system

! $_WI_DAU_CEN_Z = DEACTIVE !!!

! $_WI_DAU_I_X = main inertia moments of damper upper [kg.m^2]

! $_WI_DAU_I_Y = given in marker masscentre system

! $_WI_DAU_I_Z = DEACTIVE !!!

Double wishbone dissolved independent wheel suspension

The data file of Substitution Variables has following structure (the list ofparameters is completed by their meaning - see Figure AUTO:4.2.53, fordamper parameters description see Figure AUTO:4.1.2).For detailed description of double wishbone dissolved substructure seeAUTO:4.1.

Geometric values:

$_WD_C1_X = coordinates of point C1

$_WD_C1_Y = in vehicle body

$_WD_C1_Z = coordinate system


xw

yw

zw

C3

C4

A3

STR_WP

STR_RA

x

y

z wheel

wheel

wheel

γ

CH_FE_S

SU_FE_S

CH_FE_D

SU_FE_D

W

C1

C2

A2

X Y

Z A1

δv

= CAMBER

= TOE_ANG

γ

δv

Figure AUTO:4.2.53: Kinematic chart of double wishbone dissolvedindependent wheel suspension


$_WD_C2_Y = in vehicle body

$_WD_C2_Z = coordinate system


$_WD_C3_Y = (on rotational axle) in vehicle

$_WD_C3_Z = body coordinate system


$_WD_C4_Y = (on rotational axle) in vehicle

$_WD_C4_Z = body coordinate system

$_WD_A1_X = coordinates of point A1

$_WD_A1_Y = in vehicle body

$_WD_A1_Z = coordinate system







$_WD_STR_RA_X = coordinates of point STR_RA

$_WD_STR_RA_Y = (on steering rod) in vehicle

$_WD_STR_RA_Z = body coordinate system

$_WD_STR_WP_X = coordinates of point STR_WP

$_WD_STR_WP_Y = (on steering rod) in vehicle

$_WD_STR_WP_Z = body coordinate system

$_WD_C1_RX = orientation of point C1 (via point R)

$_WD_C1_RY = for elastokinematic; given in


$_WD_C1_RZ = vehicle body coordinate system










$_WD_STR_RA_RX = orientation of point STR_RA (via point R)

$_WD_STR_RA_RY = for elastokinematic; given in

$_WD_STR_RA_RZ = vehicle body coordinate system

$_WD_W_X = coordinates of wheel centre

$_WD_W_Y = in vehicle body

$_WD_W_Z = coordinate system

$_WD_CAMBER = camber angle of wheel [deg]

$_WD_TOE_ANG = toe angle [deg]

$_WD_TYRE_D = wheel dimensions: tyre_diameter

$_WD_TYRE_WI = wheel dimensions: tyre_width

$_WD_TYRE_RIM = wheel dimensions: rim_diameter

$_WD_SU_FE_SX = coordinates of spring coupling marker

$_WD_SU_FE_SY = on suspension - wheel plate, arms, damper lower;

$_WD_SU_FE_SZ = given in vehicle body coordinate system

$_WD_CH_FE_SX = coordinates of spring coupling marker

$_WD_CH_FE_SY = on dummy body or damper upper;

$_WD_CH_FE_SZ = given in vehicle body coordinate system

$_WD_SU_FE_DX = coordinates of damper unit coupling

$_WD_SU_FE_DY = marker on suspension - wheel plate, arms;

$_WD_SU_FE_DZ = given in vehicle body coordinate system

$_WD_CH_FE_DX = coordinates of damper unit coupling

$_WD_CH_FE_DY = marker on dummy body;

$_WD_CH_FE_DZ = given in vehicle body coordinate system

$_WD_OSPR_L = overload spring: coupling markers distance

$_WD_OSPR_3DL = overload spring: length for 3D representation

$_WD_ARM_D = diameter of arm rod

$_WD_DA_UP_D = diameter of upper damper

$_WD_DA_LO_D = diameter of lower damper


Mass values:

$_WD_A1_MASS = mass of arm 1 [kg]

! $_WD_A1_CEN_X = mass centre of arm 1

! $_WD_A1_CEN_Y = given in vehicle body coordinate system

! $_WD_A1_CEN_Z = DEACTIVE !!!

! $_WD_A1_I_X = main inertia moments of arm 1 [kg.m^2]

! $_WD_A1_I_Y = given in marker masscentre system

! $_WD_A1_I_Z = DEACTIVE !!!

$_WD_A2_MASS = mass of arm 2 [kg]

! $_WD_A2_CEN_X = mass centre of arm 2

! $_WD_A2_CEN_Y = given in vehicle body coordinate system

! $_WD_A2_CEN_Z = DEACTIVE !!!

! $_WD_A2_I_X = main inertia moments of arm 2 [kg.m^2]

! $_WD_A2_I_Y = given in marker masscentre system

! $_WD_A2_I_Z = DEACTIVE !!!

$_WD_TRI_MASS = mass of triangular arm [kg]

! $_WD_TRI_CEN_X = mass centre of triangular arm

! $_WD_TRI_CEN_Y = given in vehicle body coordinate system

! $_WD_TRI_CEN_Z = DEACTIVE !!!

! $_WD_TRI_I_X = main inertia moments of triangular arm [kg.m^2]

! $_WD_TRI_I_Y = given in marker masscentre system

! $_WD_TRI_I_Z = DEACTIVE !!!

$_WD_STR_MASS = mass of steering rod [kg]

! $_WD_STR_CEN_X = mass centre of steering rod

! $_WD_STR_CEN_Y = given in vehicle body coordinate system

! $_WD_STR_CEN_Z = DEACTIVE !!!

! $_WD_STR_I_X = main inertia moments of steering rod [kg.m^2]

! $_WD_STR_I_Y = given in marker masscentre system

! $_WD_STR_I_Z = DEACTIVE !!!

$_WD_WP_MASS = mass of wheel plate [kg]

! $_WD_WP_CEN_X = mass centre of wheel plate

! $_WD_WP_CEN_Y = given in vehicle body coordinate system

! $_WD_WP_CEN_Z = DEACTIVE !!!

! $_WD_WP_I_X = main inertia moments of wheel plate [kg.m^2]

! $_WD_WP_I_Y = given in marker masscentre system

! $_WD_WP_I_Z = DEACTIVE !!!

$_WD_W_MASS = mass of wheel [kg]

$_WD_W_CEN_X = mass centre of wheel

$_WD_W_CEN_Y = given in vehicle

$_WD_W_CEN_Z = body coordinate system

! $_WD_W_I_X = main inertia moments of wheel [kg.m^2]

! $_WD_W_I_Y = given in marker masscentre system

! $_WD_W_I_Z = DEACTIVE !!!

$_WD_DAL_MASS = mass of damper lower [kg]

! $_WD_DAL_CEN_X = mass centre of damper lower

! $_WD_DAL_CEN_Y = given in vehicle body coordinate system


! $_WD_DAL_CEN_Z = DEACTIVE !!!

! $_WD_DAL_I_X = main inertia moments of damper lower [kg.m^2]

! $_WD_DAL_I_Y = given in marker masscentre system

! $_WD_DAL_I_Z = DEACTIVE !!!

$_WD_DAU_MASS = mass of damper upper [kg]

! $_WD_DAU_CEN_X = mass centre of damper upper

! $_WD_DAU_CEN_Y = given in vehicle body coordinate system

! $_WD_DAU_CEN_Z = DEACTIVE !!!

! $_WD_DAU_I_X = main inertia moments of damper upper [kg.m^2]

! $_WD_DAU_I_Y = given in marker masscentre system

! $_WD_DAU_I_Z = DEACTIVE !!!

Spherical independent wheel suspension

The data file of Substitution Variables has following structure (the list ofparameters is completed by their meaning - see Figure AUTO:4.2.54, fordamper parameters description see Figure AUTO:4.1.2).For detailed description of sphere joint substructure see AUTO:4.1.

xw

yw

zw

XY

Z

C2

C3

C1

A2

A3

x

y

z

wheel

wheel

wheelγ

CH_FE_S CH_FE_D

SU_FE_S

SU_FE_D

Wδv

= CAMBER

= TOE_ANG

γ

δv

Figure AUTO:4.2.54: Kinematic chart of spherical independent wheelsuspension

Geometric values:

$_S_C1_X = coordinates of point C1

$_S_C1_Y = in vehicle body

$_S_C1_Z = coordinate system







$_S_A2_X = coordinates of point A2

$_S_A2_Y = in vehicle body

$_S_A2_Z = coordinate system


$_S_A3_X = coordinates of point A3

$_S_A3_Y = in vehicle body

$_S_A3_Z = coordinate system

$_S_C1_QX = orientation of y axis of point C1

$_S_C1_QY = (via point Q) for elastokinematic;

$_S_C1_QZ = given in vehicle body coordinate system

$_S_C1_RX = orientation of z axis of point C1

$_S_C1_RY = (via point R) for elastokinematic;

$_S_C1_RZ = given in vehicle body coordinate system

$_S_C2_RX = orientation of point C2 (via point R)

$_S_C2_RY = for elastokinematic; given in

$_S_C2_RZ = vehicle body coordinate system

$_S_C3_RX = orientation of point C3 (via point R)

$_S_C3_RY = for elastokinematic; given in

$_S_C3_RZ = vehicle body coordinate system

$_S_W_X = coordinates of wheel centre

$_S_W_Y = in vehicle body

$_S_W_Z = coordinate system

$_S_CAMBER = camber angle of wheel [deg]

$_S_TOE_ANG = toe angle [deg]

$_S_TYRE_D = wheel dimensions: tyre_diameter

$_S_TYRE_WI = wheel dimensions: tyre_width

$_S_TYRE_RIM = wheel dimensions: rim_diameter

$_S_SU_FE_SX = coordinates of spring coupling marker

$_S_SU_FE_SY = on suspension - wheel plate, arms, damper lower;

$_S_SU_FE_SZ = given in vehicle body coordinate system

$_S_CH_FE_SX = coordinates of spring coupling marker

$_S_CH_FE_SY = on dummy body or damper upper;

$_S_CH_FE_SZ = given in vehicle body coordinate system

$_S_SU_FE_DX = coordinates of damper unit coupling

$_S_SU_FE_DY = marker on suspension - wheel plate, arms;

$_S_SU_FE_DZ = given in vehicle body coordinate system

$_S_CH_FE_DX = coordinates of damper unit coupling

$_S_CH_FE_DY = marker on dummy body;

$_S_CH_FE_DZ = given in vehicle body coordinate system

$_S_OSPR_L = overload spring: coupling markers distance

$_S_OSPR_3DL = overload spring: length for 3D representation

$_S_ARM_D = diameter of arm rod

$_S_DA_UP_D = diameter of upper damper

$_S_DA_LO_D = diameter of lower damper


Mass values:

$_S_A2_MASS = mass of arm 2 [kg]

! $_S_A2_CEN_X = mass centre of arm 2

! $_S_A2_CEN_Y = given in vehicle body coordinate system

! $_S_A2_CEN_Z = DEACTIVE !!!

! $_S_A2_I_X = main inertia moments of arm 2 [kg.m^2]

! $_S_A2_I_Y = given in marker masscentre system

! $_S_A2_I_Z = DEACTIVE !!!

$_S_A3_MASS = mass of arm 3 [kg]

! $_S_A3_CEN_X = mass centre of arm 3

! $_S_A3_CEN_Y = given in vehicle body coordinate system

! $_S_A3_CEN_Z = DEACTIVE !!!

! $_S_A3_I_X = main inertia moments of arm 3 [kg.m^2]

! $_S_A3_I_Y = given in marker masscentre system

! $_S_A3_I_Z = DEACTIVE !!!

$_S_WP_MASS = mass of wheel plate [kg]

! $_S_WP_CEN_X = mass centre of wheel plate

! $_S_WP_CEN_Y = given in vehicle body coordinate system

! $_S_WP_CEN_Z = DEACTIVE !!!

! $_S_WP_I_X = main inertia moments of wheel plate [kg.m^2]

! $_S_WP_I_Y = given in marker masscentre system

! $_S_WP_I_Z = DEACTIVE !!!

$_S_W_MASS = mass of wheel [kg]

$_S_W_CEN_X = mass centre of wheel

$_S_W_CEN_Y = given in vehicle

$_S_W_CEN_Z = body coordinate system

! $_S_W_I_X = main inertia moments of wheel [kg.m^2]

! $_S_W_I_Y = given in marker masscentre system

! $_S_W_I_Z = DEACTIVE !!!

$_S_DAL_MASS = mass of damper lower [kg]

! $_S_DAL_CEN_X = mass centre of damper lower

! $_S_DAL_CEN_Y = given in vehicle body coordinate system

! $_S_DAL_CEN_Z = DEACTIVE !!!

! $_S_DAL_I_X = main inertia moments of damper lower [kg.m^2]

! $_S_DAL_I_Y = given in marker masscentre system

! $_S_DAL_I_Z = DEACTIVE !!!

$_S_DAU_MASS = mass of damper upper [kg]

! $_S_DAU_CEN_X = mass centre of damper upper

! $_S_DAU_CEN_Y = given in vehicle body coordinate system

! $_S_DAU_CEN_Z = DEACTIVE !!!

! $_S_DAU_I_X = main inertia moments of damper upper [kg.m^2]

! $_S_DAU_I_Y = given in marker masscentre system

! $_S_DAU_I_Z = DEACTIVE !!!

The point C1 is direct spherical joint betweeenHint:


the wheel plate and the vehicle body.

Independent swing axle suspension

The data file of Substitution Variables has following structure (the list ofparameters is completed by their meaning - see Figure AUTO:4.2.55, fordamper parameters description see Figure AUTO:4.1.2).For detailed description of swing axle substructure see AUTO:4.1.

yw

xw

zw

X

Y

Z

C2

C1

z

xywheel

wheel

wheel

γ

W

SU_FE_S

SU_FE_D

CH_FE_SCH_FE_D

δv

= CAMBER

= TOE_ANG

γ

δv

Figure AUTO:4.2.55: Kinematic chart of independent swing axle sus-pension

Geometric values:

$_SW_C1_X = coordinates of point C1 (point

$_SW_C1_Y = of rotational axle) in vehicle

$_SW_C1_Z = body coordinate system

$_SW_C2_X = coordinates of point C2 (point

$_SW_C2_Y = of rotational axle) in vehicle

$_SW_C2_Z = body coordinate system

$_SW_C1_RX = orientation of point C1 (via point R)

$_SW_C1_RY = for elastokinematic; given in

$_SW_C1_RZ = vehicle body coordinate system

$_SW_C2_RX = orientation of point C2 (via point R)

$_SW_C2_RY = for elastokinematic; given in

$_SW_C2_RZ = vehicle body coordinate system

$_SW_W_X = coordinates of wheel centre

$_SW_W_Y = in vehicle body

$_SW_W_Z = coordinate system

$_SW_CAMBER = camber angle of wheel [deg]

$_SW_TOE_ANG = toe angle [deg]

$_SW_TYRE_D = wheel dimensions: tyre_diameter

$_SW_TYRE_WI = wheel dimensions: tyre_width

$_SW_TYRE_RIM = wheel dimensions: rim_diameter


$_SW_SU_FE_SX = coordinates of spring coupling marker

$_SW_SU_FE_SY = on suspension - wheel plate or damper lower;

$_SW_SU_FE_SZ = given in vehicle body coordinate system

$_SW_CH_FE_SX = coordinates of spring coupling marker

$_SW_CH_FE_SY = on dummy body or damper upper;

$_SW_CH_FE_SZ = given in vehicle body coordinate system

$_SW_SU_FE_DX = coordinates of damper unit coupling

$_SW_SU_FE_DY = marker on suspension - wheel plate;

$_SW_SU_FE_DZ = given in vehicle body coordinate system

$_SW_CH_FE_DX = coordinates of damper unit coupling

$_SW_CH_FE_DY = marker on dummy body;

$_SW_CH_FE_DZ = given in vehicle body coordinate system

$_SW_OSPR_L = overload spring: coupling markers distance

$_SW_OSPR_3DL = overload spring: length for 3D representation

$_SW_ARM_D = diameter of arm rod

$_SW_DA_UP_D = diameter of upper damper

$_SW_DA_LO_D = diameter of lower damper

Mass values:

$_SW_WP_MASS = mass of wheel plate [kg]

! $_SW_WP_CEN_X = mass centre of wheel plate

! $_SW_WP_CEN_Y = given in vehicle body coordinate system

! $_SW_WP_CEN_Z = DEACTIVE !!!

! $_SW_WP_I_X = main inertia moments of wheel plate [kg.m^2]

! $_SW_WP_I_Y = given in marker masscentre system

! $_SW_WP_I_Z = DEACTIVE !!!

$_SW_W_MASS = mass of wheel [kg]

$_SW_W_CEN_X = mass centre of wheel

$_SW_W_CEN_Y = given in vehicle

$_SW_W_CEN_Z = body coordinate system

! $_SW_W_I_X = main inertia moments of wheel [kg.m^2]

! $_SW_W_I_Y = given in marker masscentre system

! $_SW_W_I_Z = DEACTIVE !!!

$_SW_DAL_MASS = mass of damper lower [kg]

! $_SW_DAL_CEN_X = mass centre of damper lower

! $_SW_DAL_CEN_Y = given in vehicle body coordinate system

! $_SW_DAL_CEN_Z = DEACTIVE !!!

! $_SW_DAL_I_X = main inertia moments of damper lower [kg.m^2]

! $_SW_DAL_I_Y = given in marker masscentre system

! $_SW_DAL_I_Z = DEACTIVE !!!

$_SW_DAU_MASS = mass of damper upper [kg]

! $_SW_DAU_CEN_X = mass centre of damper upper

! $_SW_DAU_CEN_Y = given in vehicle body coordinate system

! $_SW_DAU_CEN_Z = DEACTIVE !!!


! $_SW_DAU_I_X = main inertia moments of damper upper [kg.m^2]

! $_SW_DAU_I_Y = given in marker masscentre system

! $_SW_DAU_I_Z = DEACTIVE !!!

Quadralink independent wheel suspension

The data file of Substitution Variables has following structure (the list ofparameters is completed by their meaning - see Figure AUTO:4.2.56, fordamper parameters description see Figure AUTO:4.1.2).For detailed description of quadralink substructure see AUTO:4.1.

xwheel

wheel

y

zwheel

C1

C2

C3

A3

A1A2

Wx y

z

SU_FE_S

CH_FE_D = CH_FE_S

SU_FE_D

Figure AUTO:4.2.56: Kinematic chart of quadralink independent wheelsuspension

Geometric values:

$_QL_C1_X = coordinates of point C1

$_QL_C1_Y = (on rotational axle) in vehicle

$_QL_C1_Z = body coordinate system







$_QL_A1_X = coordinates of point A1

$_QL_A1_Y = in vehicle body

$_QL_A1_Z = coordinate system








$_QL_C1_RX = orientation of point C1 (via point R)

$_QL_C1_RY = for elastokinematic; given in

$_QL_C1_RZ = vehicle body coordinate system







$_QL_W_X = coordinates of wheel centre

$_QL_W_Y = in vehicle body

$_QL_W_Z = coordinate system

$_QL_CAMBER = camber angle of wheel [deg]

$_QL_TOE_ANG = toe angle [deg]

$_QL_TYRE_D = wheel dimensions: tyre_diameter

$_QL_TYRE_WI = wheel dimensions: tyre_width

$_QL_TYRE_RIM = wheel dimensions: rim_diameter

$_QL_SU_FE_SX = coordinates of spring coupling marker

$_QL_SU_FE_SY = on suspension - wheel plate, arms, damper lower;

$_QL_SU_FE_SZ = given in vehicle body coordinate system

$_QL_CH_FE_SX = coordinates of spring coupling marker

$_QL_CH_FE_SY = on dummy body or damper upper;

$_QL_CH_FE_SZ = given in vehicle body coordinate system

$_QL_SU_FE_DX = coordinates of damper unit coupling marker

$_QL_SU_FE_DY = on suspension - wheel plate;

$_QL_SU_FE_DZ = given in vehicle body coordinate system

$_QL_CH_FE_DX = coordinates of damper unit coupling

$_QL_CH_FE_DY = marker on dummy body given in vehicle

$_QL_CH_FE_DZ = body coordinate system

$_QL_OSPR_L = overload spring: coupling markers distance

$_QL_OSPR_3DL = overload spring: length for 3D representation

$_QL_ARM_D = diameter of arm rod

$_QL_DA_UP_D = diameter of upper damper

$_QL_DA_LO_D = diameter of lower damper

Mass values:

$_QL_A1_MASS = mass of arm 1 [kg]

! $_QL_A1_CEN_X = mass centre of arm 1

! $_QL_A1_CEN_Y = given in vehicle body coordinate system

! $_QL_A1_CEN_Z = DEACTIVE !!!


! $_QL_A1_I_X = main inertia moments of arm 1 [kg.m^2]

! $_QL_A1_I_Y = given in marker masscentre system

! $_QL_A1_I_Z = DEACTIVE !!!















$_QL_WP_MASS = mass of wheel plate [kg]

! $_QL_WP_CEN_X = mass centre of wheel plate

! $_QL_WP_CEN_Y = given in vehicle body coordinate system

! $_QL_WP_CEN_Z = DEACTIVE !!!

! $_QL_WP_I_X = main inertia moments of wheel plate [kg.m^2]

! $_QL_WP_I_Y = given in marker masscentre system

! $_QL_WP_I_Z = DEACTIVE !!!

$_QL_W_MASS = mass of wheel [kg]

$_QL_W_CEN_X = mass centre of wheel

$_QL_W_CEN_Y = given in vehicle

$_QL_W_CEN_Z = body coordinate system

! $_QL_W_I_X = main inertia moments of wheel [kg.m^2]

! $_QL_W_I_Y = given in marker masscentre system

! $_QL_W_I_Z = DEACTIVE !!!

$_QL_DAL_MASS = mass of damper lower [kg]

! $_QL_DAL_CEN_X = mass centre of damper lower

! $_QL_DAL_CEN_Y = given in vehicle body coordinate system

! $_QL_DAL_CEN_Z = DEACTIVE !!!

! $_QL_DAL_I_X = main inertia moments of damper lower [kg.m^2]

! $_QL_DAL_I_Y = given in marker masscentre system

! $_QL_DAL_I_Z = DEACTIVE !!!

$_QL_DAU_MASS = mass of damper upper [kg]

! $_QL_DAU_CEN_X = mass centre of damper upper

! $_QL_DAU_CEN_Y = given in vehicle body coordinate system

! $_QL_DAU_CEN_Z = DEACTIVE !!!

! $_QL_DAU_I_X = main inertia moments of damper upper [kg.m^2]

! $_QL_DAU_I_Y = given in marker masscentre system

! $_QL_DAU_I_Z = DEACTIVE !!!


Independent integral axle suspension

The data file of Substitution Variables has following structure (the list ofparameters is completed by their meaning - see Figure AUTO:4.2.57, fordamper parameters description see Figure AUTO:4.1.2).For detailed description of integral axle substructure see AUTO:4.1.

xwheel

wheel

y

zwheelC1

C2

C3

C4

A2

A3

A1

Wx y

z

SU_FE_S

CH_FE_D = CH_FE_S

SU_FE_D

TR_WP

TR_TA

Figure AUTO:4.2.57: Kinematic chart of independent integral axle sus-pension

Geometric values:

$_IA_C1_X = coordinates of point C1

$_IA_C1_Y = in vehicle body

$_IA_C1_Z = coordinate system










$_IA_A1_X = coordinates of point A1

$_IA_A1_Y = in vehicle body

$_IA_A1_Z = coordinate system








$_IA_AT_X = coordinates of point AT

$_IA_AT_Y = in vehicle body

$_IA_AT_Z = coordinate system

$_IA_TE_X = coordinates of point TE

$_IA_TE_Y = in vehicle body

$_IA_TE_Z = coordinate system

$_IA_C1_RX = orientation of z axis of point C1

$_IA_C1_RY = (via point R) for elastokinematic;

$_IA_C1_RZ = given in vehicle body coordinate system

$_IA_C2_RX = orientation of point C2 (via point R)

$_IA_C2_RY = for elastokinematic; given in

$_IA_C2_RZ = vehicle body coordinate system







$_IA_W_X = coordinates of wheel centre

$_IA_W_Y = in vehicle body

$_IA_W_Z = coordinate system

$_IA_CAMBER = camber angle of wheel [deg]

$_IA_TOE_ANG = toe angle [deg]

$_IA_TYRE_D = wheel dimensions: tyre_diameter

$_IA_TYRE_WI = wheel dimensions: tyre_width

$_IA_TYRE_RIM = wheel dimensions: rim_diameter

$_IA_SU_FE_SX = coordinates of spring coupling marker

$_IA_SU_FE_SY = on suspension - wheel plate, arms, damper lower;

$_IA_SU_FE_SZ = given in vehicle body coordinate system

$_IA_CH_FE_SX = coordinates of spring coupling marker

$_IA_CH_FE_SY = on dummy body or damper upper;

$_IA_CH_FE_SZ = given in vehicle body coordinate system

$_IA_SU_FE_DX = coordinates of damper unit coupling

$_IA_SU_FE_DY = marker on suspension - wheel plate, arms;

$_IA_SU_FE_DZ = given in vehicle body coordinate system

$_IA_CH_FE_DX = coordinates of damper unit coupling

$_IA_CH_FE_DY = marker on dummy body;

$_IA_CH_FE_DZ = given in vehicle body coordinate system

$_IA_OSPR_L = overload spring: coupling markers distance


$_IA_OSPR_3DL = overload spring: length for 3D representation

$_IA_ARM_D = diameter of arm rod

$_IA_DA_UP_D = diameter of upper damper

$_IA_DA_LO_D = diameter of lower damper

Mass values:

$_IA_A1_MASS = mass of arm 1 [kg]

! $_IA_A1_CEN_X = mass centre of arm 1

! $_IA_A1_CEN_Y = given in vehicle body coordinate system

! $_IA_A1_CEN_Z = DEACTIVE !!!

! $_IA_A1_I_X = main inertia moments of arm 1 [kg.m^2]

! $_IA_A1_I_Y = given in marker masscentre system

! $_IA_A1_I_Z = DEACTIVE !!!

$_IA_A2_MASS = mass of arm 2 [kg]

! $_IA_A2_CEN_X = mass centre of arm 2

! $_IA_A2_CEN_Y = given in vehicle body coordinate system

! $_IA_A2_CEN_Z = DEACTIVE !!!

! $_IA_A2_I_X = main inertia moments of arm 2 [kg.m^2]

! $_IA_A2_I_Y = given in marker masscentre system

! $_IA_A2_I_Z = DEACTIVE !!!

$_IA_TRI_MASS = mass of triangular arm [kg]

! $_IA_TRI_CEN_X = mass centre of triangular arm

! $_IA_TRI_CEN_Y = given in vehicle body coordinate system

! $_IA_TRI_CEN_Z = DEACTIVE !!!

! $_IA_TRI_I_X = main inertia moments of triangular arm [kg.m^2]

! $_IA_TRI_I_Y = given in marker masscentre system

! $_IA_TRI_I_Z = DEACTIVE !!!

$_IA_TE_MASS = mass of tie rod [kg]

! $_IA_TE_CEN_X = mass centre of tie rod

! $_IA_TE_CEN_Y = given in vehicle body coordinate system

! $_IA_TE_CEN_Z = DEACTIVE !!!

! $_IA_TE_I_X = main inertia moments of tie rod [kg.m^2]

! $_IA_TE_I_Y = given in marker masscentre system

! $_IA_TE_I_Z = DEACTIVE !!!

$_IA_WP_MASS = mass of wheel plate [kg]

! $_IA_WP_CEN_X = mass centre of wheel plate

! $_IA_WP_CEN_Y = given in vehicle body coordinate system

! $_IA_WP_CEN_Z = DEACTIVE !!!

! $_IA_WP_I_X = main inertia moments of wheel plate [kg.m^2]

! $_IA_WP_I_Y = given in marker masscentre system

! $_IA_WP_I_Z = DEACTIVE !!!

$_IA_W_MASS = mass of wheel [kg]

$_IA_W_CEN_X = mass centre of wheel

$_IA_W_CEN_Y = given in vehicle

$_IA_W_CEN_Z = body coordinate system

! $_IA_W_I_X = main inertia moments of wheel [kg.m^2]


! $_IA_W_I_Y = given in marker masscentre system

! $_IA_W_I_Z = DEACTIVE !!!

$_IA_DAL_MASS = mass of damper lower [kg]

! $_IA_DAL_CEN_X = mass centre of damper lower

! $_IA_DAL_CEN_Y = given in vehicle body coordinate system

! $_IA_DAL_CEN_Z = DEACTIVE !!!

! $_IA_DAL_I_X = main inertia moments of damper lower [kg.m^2]

! $_IA_DAL_I_Y = given in marker masscentre system

! $_IA_DAL_I_Z = DEACTIVE !!!

$_IA_DAU_MASS = mass of damper upper [kg]

! $_IA_DAU_CEN_X = mass centre of damper upper

! $_IA_DAU_CEN_Y = given in vehicle body coordinate system

! $_IA_DAU_CEN_Z = DEACTIVE !!!

! $_IA_DAU_I_X = main inertia moments of damper upper [kg.m^2]

! $_IA_DAU_I_Y = given in marker masscentre system

! $_IA_DAU_I_Z = DEACTIVE !!!

SLA independent wheel suspension

The data file of Substitution Variables has following structure (the list ofparameters is completed by their meaning - see Figure AUTO:4.2.58, fordamper parameters description see Figure AUTO:4.1.2).For detailed description of SLA substructure see AUTO:4.1.

xwheel

wheel

y

zwheel

C1

C2

C3

C4 WA

A2

A3

A4

Wx y

z

SU_FE_S

CH_FE_D = CH_FE_S

SU_FE_D

Figure AUTO:4.2.58: Kinematic chart of SLA independent wheel sus-pension

Geometric values:

$_SL_C1_X = coordinates of point C1

$_SL_C1_Y = in vehicle body

$_SL_C1_Z = coordinate system











$_SL_WA_X = coordinates of point WA

$_SL_WA_Y = in vehicle body

$_SL_WA_Z = coordinate system

$_SL_A2_X = coordinates of point A2

$_SL_A2_Y = in vehicle body

$_SL_A2_Z = coordinate system







$_SL_C1_QX = orientation of point C1 (via point Q)

$_SL_C1_QY = for elastokinematic; given in

$_SL_C1_QZ = vehicle body coordinate system

$_SL_C1_RX = orientation of point C1 (via point R)

$_SL_C1_RY = for elastokinematic; given in

$_SL_C1_RZ = vehicle body coordinate system










$_SL_WA_QX = orientation of point WA (via point Q)

$_SL_WA_QY = for elastokinematic; given in

$_SL_WA_QZ = vehicle body coordinate system

$_SL_WA_RX = orientation of point WA (via point R)

$_SL_WA_RY = for elastokinematic; given in

$_SL_WA_RZ = vehicle body coordinate system

$_SL_W_X = coordinates of wheel centre

$_SL_W_Y = in vehicle body

$_SL_W_Z = coordinate system


$_SL_CAMBER = camber angle of wheel [deg]

$_SL_TOE_ANG = toe angle [deg]

$_SL_TYRE_D = wheel dimensions: tyre_diameter

$_SL_TYRE_WI = wheel dimensions: tyre_width

$_SL_TYRE_RIM = wheel dimensions: rim_diameter

$_SL_SU_FE_SX = coordinates of spring coupling marker

$_SL_SU_FE_SY = on suspension - wheel plate, arms, damper lower;

$_SL_SU_FE_SZ = given in vehicle body coordinate system

$_SL_CH_FE_SX = coordinates of spring coupling marker

$_SL_CH_FE_SY = on dummy body or damper upper;

$_SL_CH_FE_SZ = given in vehicle body coordinate system

$_SL_SU_FE_DX = coordinates of damper unit coupling

$_SL_SU_FE_DY = marker on suspension - wheel plate, arms;

$_SL_SU_FE_DZ = given in vehicle body coordinate system

$_SL_CH_FE_DX = coordinates of damper unit coupling

$_SL_CH_FE_DY = marker on dummy body;

$_SL_CH_FE_DZ = given in vehicle body coordinate system

$_SL_OSPR_L = overload spring: coupling markers distance

$_SL_OSPR_3DL = overload spring: length for 3D representation

$_SL_ARM_D = diameter of arm rod

$_SL_DA_UP_D = diameter of upper damper

$_SL_DA_LO_D = diameter of lower damper

Torsion arm elasticity (Force element type 13)

$_SL_FEL_C_X = torsion spring stiffness - x axis [Nm/rad]

$_SL_FEL_D_X = torsion damping - x axis [Nms/rad]

$_SL_FEL_C_Z = torsion spring stiffness - z axis [Nm/rad]

$_SL_FEL_D_Z = torsion damping - z axis [Nms/rad]

Angular flag of spatial torsion-spring damperHint:is set to small angles - max. 10 deg (seeforce.par(10) of force element III–FE:13).

$_SL_WA_MASS = mass of torsion arm [kg]

! $_SL_WA_CEN_X = mass centre of torsion arm

! $_SL_WA_CEN_Y = given in vehicle body coordinate system

! $_SL_WA_CEN_Z = DEACTIVE !!!

! $_SL_WA_I_X = main inertia moments of torsion arm [kg.m^2]

! $_SL_WA_I_Y = given in marker masscentre system

! $_SL_WA_I_Z = DEACTIVE !!!

$_SL_A2_MASS = mass of arm 2 [kg]

! $_SL_A2_CEN_X = mass centre of arm 2

! $_SL_A2_CEN_Y = given in vehicle body coordinate system

! $_SL_A2_CEN_Z = DEACTIVE !!!


! $_SL_A2_I_X = main inertia moments of arm 2 [kg.m^2]

! $_SL_A2_I_Y = given in marker masscentre system

! $_SL_A2_I_Z = DEACTIVE !!!















$_SL_WP_MASS = mass of wheel plate [kg]

! $_SL_WP_CEN_X = mass centre of wheel plate

! $_SL_WP_CEN_Y = given in vehicle body coordinate system

! $_SL_WP_CEN_Z = DEACTIVE !!!

! $_SL_WP_I_X = main inertia moments of wheel plate [kg.m^2]

! $_SL_WP_I_Y = given in marker masscentre system

! $_SL_WP_I_Z = DEACTIVE !!!

$_SL_W_MASS = mass of wheel [kg]

$_SL_W_CEN_X = mass centre of wheel

$_SL_W_CEN_Y = given in vehicle

$_SL_W_CEN_Z = body coordinate system

! $_SL_W_I_X = main inertia moments of wheel [kg.m^2]

! $_SL_W_I_Y = given in marker masscentre system

! $_SL_W_I_Z = DEACTIVE !!!

$_SL_DAL_MASS = mass of damper lower [kg]

! $_SL_DAL_CEN_X = mass centre of damper lower

! $_SL_DAL_CEN_Y = given in vehicle body coordinate system

! $_SL_DAL_CEN_Z = DEACTIVE !!!

! $_SL_DAL_I_X = main inertia moments of damper lower [kg.m^2]

! $_SL_DAL_I_Y = given in marker masscentre system

! $_SL_DAL_I_Z = DEACTIVE !!!

$_SL_DAU_MASS = mass of damper upper [kg]

! $_SL_DAU_CEN_X = mass centre of damper upper

! $_SL_DAU_CEN_Y = given in vehicle body coordinate system

! $_SL_DAU_CEN_Z = DEACTIVE !!!

! $_SL_DAU_I_X = main inertia moments of damper upper [kg.m^2]

! $_SL_DAU_I_Y = given in marker masscentre system

! $_SL_DAU_I_Z = DEACTIVE !!!


Four link rigid axle

The data file of Substitution Variables has following structure (the list ofparameters is completed by their meaning - see Figure AUTO:4.2.59, fordamper parameters description see Figure AUTO:4.1.2).For detailed description of rigid axle substructure see AUTO:4.1.

ya

za

xa

X Y

Z

A1A2

A3

A4

C1

C2

C3C4

γ

x

z

wheel 2

ywheel 2

wheel 2 2

2

xy

z

wheel 1

wheel 1

wheel 11γ

1x

y

z

z

x

AX_FE1_S

AX_FE2_S

AX_FE1_DAX_FE2_D

CH_FE1_S

CH_FE2_S

CH_FE1_D

CH_FE2_D

WH1

WH2

= CAMBER

= TOE_ANG

γ

δv

δv

δv

Figure AUTO:4.2.59: Kinematic chart of four link rigid axle

Geometric values:

$_R_C1_X = coordinates of point C1

$_R_C1_Y = in vehicle body

$_R_C1_Z = coordinate system










$_R_A1_X = coordinates of point A1

$_R_A1_Y = in vehicle body

$_R_A1_Z = coordinate system











$_R_C1_RX = orientation of point C1 (via point R)

$_R_C1_RY = for elastokinematic; given in

$_R_C1_RZ = vehicle body coordinate system










$_R_W1_X = coordinates of left wheel centre

$_R_W1_Y = in vehicle body

$_R_W1_Z = coordinate system

$_R_CAMBER1 = camber angle of wheel [deg]

$_R_TOE_ANG1 = toe angle [deg]

$_R_TYRE_D = wheel dimensions: tyre_diameter

$_R_TYRE_WI = wheel dimensions: tyre_width

$_R_TYRE_RIM = wheel dimensions: rim_diameter

$_R_AX_FE1_SX = coordinates of left spring coupling marker

$_R_AX_FE1_SY = on axle body or left damper lower given

$_R_AX_FE1_SZ = in vehicle body coordinate system

$_R_CH_FE1_SX = coordinates of left spring marker

$_R_CH_FE1_SY = on dummy body or left damper upper given

$_R_CH_FE1_SZ = in vehicle body coordinate system

$_R_AX_FE1_DX = coordinates of left damper marker

$_R_AX_FE1_DY = on axle body given in vehicle

$_R_AX_FE1_DZ = body coordinate system

$_R_CH_FE1_DX = coordinates of left damper marker

$_R_CH_FE1_DY = on dummy body given in vehicle

$_R_CH_FE1_DZ = body coordinate system

$_R_OSPR1_L = left overload spring: coupling markers distance

$_R_OSPR1_3DL = left overload spring: length for 3D representation

$_R_ARM_D = diameter of arm rod

$_R_AX_D = diameter of axle

$_R_DA1_UP_D = diameter of left upper damper

$_R_DA1_LO_D = diameter of left lower damper


Mass values:

$_R_A1_MASS = mass of arm 1 [kg]

! $_R_A1_CEN_X = mass centre of arm 1

! $_R_A1_CEN_Y = given in vehicle body coordinate system

! $_R_A1_CEN_Z = DEACTIVE !!!

! $_R_A1_I_X = main inertia moments of arm 1 [kg.m^2]

! $_R_A1_I_Y = given in marker masscentre system

! $_R_A1_I_Z = DEACTIVE !!!






















$_R_AX_MASS = mass of axle [kg]

! $_R_AX_CEN_X = mass centre of axle

! $_R_AX_CEN_Y = given in vehicle body coordinate system

! $_R_AX_CEN_Z = DEACTIVE !!!

! $_R_AX_I_X = main inertia moments of axle [kg.m^2]

! $_R_AX_I_Y = given in marker masscentre system

! $_R_AX_I_Z = DEACTIVE !!!

$_R_W1_MASS = mass of left wheel [kg]

$_R_W1_CEN_X = mass centre of left wheel

$_R_W1_CEN_Y = given in vehicle body

$_R_W1_CEN_Z = coordinate system

! $_R_W1_I_X = main inertia moments of left wheel [kg.m^2]

! $_R_W1_I_Y = given in marker masscentre system

! $_R_W1_I_Z = DEACTIVE !!!

$_R_DAL1_MASS = mass of left damper lower [kg]

! $_R_DAL1_CEN_X = mass centre of left damper lower


! $_R_DAL1_CEN_Y = given in vehicle body coordinate system

! $_R_DAL1_CEN_Z = DEACTIVE !!!

! $_R_DAL1_I_X = main inertia moments of left damper lower [kg.m^2]

! $_R_DAL1_I_Y = given in marker masscentre system

! $_R_DAL1_I_Z = DEACTIVE !!!

$_R_DAU1_MASS = mass of left damper upper [kg]

! $_R_DAU1_CEN_X = mass centre of left damper upper

! $_R_DAU1_CEN_Y = given in vehicle body coordinate system

! $_R_DAU1_CEN_Z = DEACTIVE !!!

! $_R_DAU1_I_X = main inertia moments of left damper upper [kg.m^2]

! $_R_DAU1_I_Y = given in marker masscentre system

! $_R_DAU1_I_Z = DEACTIVE !!!

The following parameters concern the right side elements. They mustbe defined only in case that they cannot be mirrored from the left sideparameters.Only different parameters s be defined.

Geometric values:

$_R_AX_FE2_SX = coordinates of right spring marker

$_R_AX_FE2_SY = on axle body or right damper lower given

$_R_AX_FE2_SZ = in vehicle body coordinate system

$_R_CH_FE2_SX = coordinates of right spring marker

$_R_CH_FE2_SY = on dummy body or right damper upper given

$_R_CH_FE2_SZ = in vehicle body coordinate system

$_R_AX_FE2_DX = coordinates of right damper marker

$_R_AX_FE2_DY = on axle body given in vehicle

$_R_AX_FE2_DZ = body coordinate system

$_R_CH_FE2_DX = coordinates of right damper marker

$_R_CH_FE2_DY = on dummy body given in vehicle

$_R_CH_FE2_DZ = body coordinate system

$_R_OSPR2_L = right overload spring: coupling markers distance

$_R_OSPR2_3DL = right overload spring: length for 3D representation

$_R_DA2_UP_D = diameter of right upper damper

$_R_DA2_LO_D = diameter of right lower damper

Mass values:

$_R_W2_MASS = mass of right wheel [kg]

$_R_W2_CEN_X = mass centre of right wheel

$_R_W2_CEN_Y = given in vehicle body

$_R_W2_CEN_Z = coordinate system

! $_R_W2_I_X = main inertia moments of right wheel [kg.m^2]

! $_R_W2_I_Y = given in marker masscentre system

! $_R_W2_I_Z = DEACTIVE !!!


$_R_DAL2_MASS = mass of right damper lower [kg]

! $_R_DAL2_CEN_X = mass centre of right damper lower

! $_R_DAL2_CEN_Y = given in vehicle body coordinate system

! $_R_DAL2_CEN_Z = DEACTIVE !!!

! $_R_DAL2_I_X = main inertia moments of right damper lower [kg.m^2]

! $_R_DAL2_I_Y = given in marker masscentre system

! $_R_DAL2_I_Z = DEACTIVE !!!

$_R_DAU2_MASS = mass of right damper upper [kg]

! $_R_DAU2_CEN_X = mass centre of right damper upper

! $_R_DAU2_CEN_Y = given in vehicle body coordinate system

! $_R_DAU2_CEN_Z = DEACTIVE !!!

! $_R_DAU2_I_X = main inertia moments of right damper upper [kg.m^2]

! $_R_DAU2_I_Y = given in marker masscentre system

! $_R_DAU2_I_Z = DEACTIVE !!!

Torsion beam wheel suspension

The data file of Substitution Variables has following structure (the list ofparameters is completed by their meaning - see Figure AUTO:4.2.60, fordamper parameters description see Figure AUTO:4.1.2).For detailed description of torsion beam substructure see AUTO:4.1.

wheel

z wheel

ywheelx

W

CH_FE_S

CH_FE_D

y

z

x

SU_FE_S

SU_FE_D

C1

TB

Figure AUTO:4.2.60: Kinematic chart of torsion beam suspension

Geometric values:

$_TB_C1_X = coordinates of point C1

$_TB_C1_Y = in vehicle body

$_TB_C1_Z = coordinate system

$_TB_TB_X = coordinates of point TB

$_TB_TB_Y = in vehicle body

$_TB_TB_Z = coordinate system

$_TB_C1_QX = orientation of point C1 (via point Q)

$_TB_C1_QY = for elastokinematic; given in

$_TB_C1_QZ = vehicle body coordinate system

$_TB_C1_RX = orientation of point C1 (via point R)

$_TB_C1_RY = for elastokinematic; given in

$_TB_C1_RZ = vehicle body coordinate system


$_TB_W_X = coordinates of wheel centre

$_TB_W_Y = in vehicle body

$_TB_W_Z = coordinate system

$_TB_CAMBER = camber angle of wheel [deg]

$_TB_TOE_ANG = toe angle [deg]

$_TB_TYRE_D = wheel dimensions: tyre_diameter

$_TB_TYRE_WI = wheel dimensions: tyre_width

$_TB_TYRE_RIM = wheel dimensions: rim_diameter

$_TB_SU_FE_SX = coordinates of spring coupling marker

$_TB_SU_FE_SY = on suspension - left arm, damper lower

$_TB_SU_FE_SZ = given in vehicle body coordinate system

$_TB_CH_FE_SX = coordinates of spring coupling marker

$_TB_CH_FE_SY = on dummy body or damper upper

$_TB_CH_FE_SZ = given in vehicle body coordinate system

$_TB_SU_FE_DX = coordinates of damper unit coupling

$_TB_SU_FE_DY = marker on suspension - left arm

$_TB_SU_FE_DZ = given in vehicle body coordinate system

$_TB_CH_FE_DX = coordinates of damper unit coupling

$_TB_CH_FE_DY = marker on dummy body

$_TB_CH_FE_DZ = given in vehicle body coordinate system

$_TB_OSPR_L = overload spring: coupling markers distance

$_TB_OSPR_3DL = overload spring: length for 3D representation

$_TB_ARM_D = diameter of arm rod

$_TB_DA_UP_D = diameter of upper damper

$_TB_DA_LO_D = diameter of lower damper

Torsion beam elasticity (Force element type 13)

$_TB_FEL_C_Y = torsion spring stiffness - y axis [Nm/rad]

$_TB_FEL_D_Y = torsion damping - y axis [Nms/rad]


$_TB_AL_MASS = mass of arm left [kg]

! $_TB_AL_CEN_X = mass centre of arm left

! $_TB_AL_CEN_Y = given in vehicle body coordinate system

! $_TB_AL_CEN_Z = DEACTIVE !!!

! $_TB_AL_I_X = main inertia moments of arm left [kg.m^2]

! $_TB_AL_I_Y = given in marker masscentre system

! $_TB_AL_I_Z = DEACTIVE !!!

$_TB_AR_MASS = mass of arm right [kg]

! $_TB_AR_CEN_X = mass centre of arm right

! $_TB_AR_CEN_Y = given in vehicle body coordinate system


! $_TB_AR_CEN_Z = DEACTIVE !!!

! $_TB_AR_I_X = main inertia moments of arm right [kg.m^2]

! $_TB_AR_I_Y = given in marker masscentre system

! $_TB_AR_I_Z = DEACTIVE !!!

$_TB_W_MASS = mass of wheel [kg]

$_TB_W_CEN_X = mass centre of wheel

$_TB_W_CEN_Y = given in vehicle

$_TB_W_CEN_Z = body coordinate system

! $_TB_W_I_X = main inertia moments of wheel [kg.m^2]

! $_TB_W_I_Y = given in marker masscentre system

! $_TB_W_I_Z = DEACTIVE !!!

$_TB_DAL_MASS = mass of damper lower [kg]

! $_TB_DAL_CEN_X = mass centre of damper lower

! $_TB_DAL_CEN_Y = given in vehicle body coordinate system

! $_TB_DAL_CEN_Z = DEACTIVE !!!

! $_TB_DAL_I_X = main inertia moments of damper lower [kg.m^2]

! $_TB_DAL_I_Y = given in marker masscentre system

! $_TB_DAL_I_Z = DEACTIVE !!!

$_TB_DAU_MASS = mass of damper upper [kg]

! $_TB_DAU_CEN_X = mass centre of damper upper

! $_TB_DAU_CEN_Y = given in vehicle body coordinate system

! $_TB_DAU_CEN_Z = DEACTIVE !!!

! $_TB_DAU_I_X = main inertia moments of damper upper [kg.m^2]

! $_TB_DAU_I_Y = given in marker masscentre system

! $_TB_DAU_I_Z = DEACTIVE !!!

Anti-roll Bars

The Automotive+ Database contains Front anti-roll bar assembly and Rearanti-roll bar assembly substructures. The Substitution Variables of bothanti-roll bar assemblies are identical, consequently the input parameters offront anti-roll bar assembly are listed below. For input parameters of rearanti-roll bar assembly replace F with R .The data files of Substitution Variables have following structure (the listof parameters is completed by their meaning - see Figure AUTO:4.2.61).For detailed description of anti-roll bar assembly substructure seeAUTO:4.1.

z

x y

C1S1

S2

A1

A2

torsionspring damper

Figure AUTO:4.2.61: Kinematic chart of front/rear anti-roll bar as-sembly


The physical units of Substitution Variables andHint:physical units of a main model must be keptsame!

$_AR_F_C1_X = coordinates of point C1

$_AR_F_C1_X = in vehicle body

$_AR_F_C1_Z = coordinate system

$_AR_F_S1_X = coordinates of point S1

$_AR_F_S1_Y = in vehicle body

$_AR_F_S1_Z = coordinate system

$_AR_F_A1_X = coordinates of point A1

$_AR_F_A1_Y = in vehicle body

$_AR_F_A1_Z = coordinate system

$_AR_F_S2_X = coordinates of point S2

$_AR_F_S2_Y = in vehicle body

$_AR_F_S2_Z = coordinate system

$_AR_F_A2_X = coordinates of point A2

$_AR_F_A2_Y = in vehicle body

$_AR_F_A2_Z = coordinate system

$_AR_F_D = diameter of anti-roll_bar

It is necessary to define the co-ordinates of S2 and A2 points only in casethat they are different from co-ordinates of S1 and A1 points.Only different co-ordinates should be defined.

Force element 13: Spatial torsion-spring damper:

$_AR_F_FEL_C_Y = torsion spring stiffness - y axis [Nm/rad]

$_AR_F_FEL_D_Y = torsion damping - y axis [Nms/rad]


$_AR_F_MASS = anti-roll bar mass

! $_AR_F_CEN_X = mass centre of anti-roll bar

! $_AR_F_CEN_Z = given in vehicle body coordinate system

! $_AR_F_I_X = main inertia moments of anti-roll bar [kg.m^2]

! $_AR_F_I_Y = given in marker masscentre system

! $_AR_F_I_Z = DEACTIVE !!!

The mass of anti-roll bar is divided between bod-Hint:ies anti roll bar le and anti roll bar ri.

Steering Assembly

The data file of Substitution Variables has following structure (the list ofparameters is completed by their meaning - see Figure AUTO:4.2.62).For detailed description of steering assembly substructure see AUTO:4.1.

The physical units of Substitution Variables andHint:


x

z

y

RA1

RA2 (y)

CM1

CM2

x

z

y

RA1

RA2 (y)

CM1

CM2

CM_UP

CM_LO

a) b)

Figure AUTO:4.2.62: Kinematic chart of steering assembly a) type 1and b) type 2

physical units of a main model must be keptsame!

$_SA_RA1_X = coordinates of point RA1

$_SA_RA1_Y = in vehicle body

$_SA_RA1_Z = coordinate system

$_SA_RA2_Y = coordinates of point RA2

in vehicle body coordinate system

It is necessary to define y co-ordinate of point RA2 only in case that it is differentfrom y co-ordinate of point RA1.

$_SA_CM1_X = coordinates of point CM1

$_SA_CM1_Y = in vehicle body

$_SA_CM1_Z = coordinate system

$_SA_CM2_X = coordinates of point CM2

$_SA_CM2_Y = in vehicle body

$_SA_CM2_Z = coordinate system

$_SA_RA_D = steering rack diameter

$_SA_CM_D = steering column diameter

$_SA_SW_R = steering wheel radius

*** Aditional geometric values for steering_assembly_type_2 ***

$_SA_CM_LO_X = coordinates of lower cardan joint

$_SA_CM_LO_Y = on steering column in vehicle

$_SA_CM_LO_Z = body coordinate system

$_SA_CM_UP_X = coordinates of upper cardan joint

$_SA_CM_UP_Y = on steering column in vehicle

$_SA_CM_UP_Z = body coordinate system

Steering gear parameters

(Constraint type 15: Gearbox: Torque -> Force)

$_SA_GE_N = gearbox rate: N=w_inp/v_out

N < 0 : rack_rod lies at the BACK of wheel_centre

N > 0 : rack_rod lies in the FRONT of wheel_centre

$_SA_GE_OFF = gearbox: offset z_out [m]


II–CONSTR:15.1 provides the description of Gearbox: Torque → Force param-eters.

Control loop parameters

$_SA_SC_PRVIEW = steering_sensor (type=168) preview distance [m]

$_SA_SC_K = steering_control : K proportional factor

$_SA_SC_TI = steering_control : T_I integral part [s]

$_SA_SC_TD = steering_control : T_D differential part [s]

$_SA_SC_T1 = steering_control : T1 [s]

$_SA_SC_T2 = steering_control : T2 [s]

Mass parameters

$_SA_RA_MASS = steering rack mass

! $_SA_RA_CEN_X = mass centre of steering rack

$_SA_RA_CEN_Y = given in vehicle body coordinate system

! $_SA_RA_CEN_Z = (only RA_CEN_Y is active)

! $_SA_RA_I_X = main inertia moments of steering rack [kg.m^2]

! $_SA_RA_I_Y = given in marker masscentre system

! $_SA_RA_I_Z = DEACTIVE !!!

$_SA_CM_MASS = steering column mass

! $_SA_CM_CEN_X = mass centre of steering column

! $_SA_CM_CEN_Y = given in vehicle body coordinate system

! $_SA_CM_CEN_Z = DEACTIVE !!!

! $_SA_CM_I_X = main inertia moments of steering column [kg.m^2]

! $_SA_CM_I_Y = given in marker masscentre system

! $_SA_CM_I_Z = DEACTIVE !!!

*** Aditional mass parameters for steering_assembly_type_2 ***

$_SA_CMU_MASS = steering column - shaft upper mass

! $_SA_CMU_CEN_X = mass centre of steering column - shaft upper

! $_SA_CMU_CEN_Y = given in vehicle body coordinate system

! $_SA_CMU_CEN_Z = DEACTIVE !!!

! $_SA_CMU_I_X = main inertia moments of steering column - shaft upper

! $_SA_CMU_I_Y = given in marker masscentre system

! $_SA_CMU_I_Z = DEACTIVE !!!

$_SA_CMM_MASS = steering column - shaft middle mass

! $_SA_CMM_CEN_X = mass centre of steering column - shaft middle

! $_SA_CMM_CEN_Y = given in vehicle body coordinate system

! $_SA_CMM_CEN_Z = DEACTIVE !!!

! $_SA_CMM_I_X = main inertia moments of steering column - shaft middle

! $_SA_CMM_I_Y = given in marker masscentre system

! $_SA_CMM_I_Z = DEACTIVE !!!

$_SA_CML_MASS = steering column - shaft lower mass

! $_SA_CML_CEN_X = mass centre of steering column - shaft lower

! $_SA_CML_CEN_Y = given in vehicle body coordinate system

! $_SA_CML_CEN_Z = DEACTIVE !!!

! $_SA_CML_I_X = main inertia moments of steering column - shaft lower

! $_SA_CML_I_Y = given in marker masscentre system


! $_SA_CML_I_Z = DEACTIVE !!!


Driveline

The data file of Substitution Variables has following structure (the list ofparameters is completed by their meaning - see Figure AUTO:4.2.63).For detailed description of driveline substructure see AUTO:4.1.

Bx

y

differential_box

differential_box

Figure AUTO:4.2.63: Kinematic chart of driveline


$_DL_B_X = position of differential box

$_DL_B_Y = centre (point B) in vehicle body

$_DL_B_Z = coordinate system

$_DL_POSIT = differential box position

(=+1:rear/=-1:front differential)

$_DL_INP_D = input shaft diameter

$_DL_OUT_D = output shafts diameter

Differential gear parameters

$_DL_DIFF_N = gearbox rate: N=2*w_inp/(w_out_1+w_out_2) [-]

Output shaft elasticity (Force element type 13)

$_DL_FEL_C_Y = torsion spring stiffness - y axis [Nm/rad]

$_DL_FEL_D_Y = torsion damping - y axis [Nms/rad]



$_DL_M_MAX = maximal drive torque [Nm}

$_DL_M_MIN = minimal drive torque [Nm}

$_DL_TC_M_VEH = vehicle total mass [kg]

$_DL_TC_D_ULO = unloaded tyre diameter [m]

$_DL_TC_WO = controler parameter: undamped natural frequency [Hz]

$_DL_TC_D = controler parameter: natural damping [-]

The mass centre of each body relates to the bodyHint:reference system.


Mass parameters

$_DL_B_MASS = differential box mass [kg]

! $_DL_B_CEN_X = mass centre of differential box

$_DL_B_CEN_Y = given in DIFFERENTIAL BOX reference system

$_DL_B_CEN_Z = (only B_CEN_X is deactive)

! $_DL_B_I_X = main inertia moments of differential box

! $_DL_B_I_Y = given in marker masscentre system

! $_DL_B_I_Z = DEACTIVE !!!

$_DL_IN_MASS = input shaft mass [kg]

! $_DL_IN_CEN_X = mass centre of input shaft

$_DL_IN_CEN_Y = given in INPUT SHAFT reference system

$_DL_IN_CEN_Z = (only IN_CEN_X is deactive)

! $_DL_IN_I_X = main inertia moments of input shaft

! $_DL_IN_I_Y = given in marker masscentre system

! $_DL_IN_I_Z = DEACTIVE !!!

$_DL_OL_MASS = output shaft left mass [kg]

$_DL_OL_CEN_X = mass centre of output shaft left

! $_DL_OL_CEN_Y = given in OUTPUT SHAFT LEFT reference system

$_DL_OL_CEN_Z = (only OL_CEN_Y is deactive)

! $_DL_OL_I_X = main inertia moments of output shaft left

! $_DL_OL_I_Y = given in marker masscentre system

! $_DL_OL_I_Z = DEACTIVE !!!

$_DL_OR_MASS = output shaft right mass [kg]

$_DL_OR_CEN_X = mass centre of output shaft right

! $_DL_OR_CEN_Y = given in OUTPUT SHAFT RIGHT reference system

$_DL_OR_CEN_Z = (only OR_CEN_Y is deactive)

! $_DL_OR_I_X = main inertia moments of output shaft right

! $_DL_OR_I_Y = given in marker masscentre system

! $_DL_OR_I_Z = DEACTIVE !!!


Four Wheel Brake Assembly

The data files of Substitution Variables have following structure (the listof parameters is completed by their meaning).For detailed description of four wheel brake assembly substructure seeAUTO:4.1.


$_4BA_DF_D = front brake disc diameter

$_4BA_DR_D = rear brake disc diameter

$_4BA_ARW_L = scale factor for arrow length:

arw_l0 = 1.0 * $_4BA_ARW_L

$_4BA_ARW_D = scale factor for arrow diameter:

arw_d0 = 0.1 * $_4BA_ARW_D


$_4BA_M_MAX = maximal total brake moment

$_4BA_M_FR_L = left front brake_moment share:

brake_moment_FL = $_4BA_M_FR_L * brake_moment_FRONT

brake_moment_FR = brake_moment_FRONT - brake_moment_FL

i.e. brake_moment_FL > brake_moment_FR if $_4BA_M_FR_L > 0.5

$_4BA_M_RE_L = left rear brake_moment share:

brake_moment_RL = $_4BA_M_RE_L * brake_moment_REAR

brake_moment_RL = brake_moment_REAR - brake_moment_RL

i.e. brake_moment_RL > brake_moment_RR if $_4BA_M_RE_L > 0.5

Mass centre of each body relates to body refer-Hint:ence system.

Mass parameters

$_4BA_DF_MASS = front brake disc mass

$_4BA_DF_CEN_X = mass centre of front brake disc

$_4BA_DF_CEN_Y = given in LEFT FRONT BRAKE DISC

$_4BA_DF_CEN_Z = reference system

! $_4BA_DF_I_X = main inertia moments of front brake disc [kg.m^2]

! $_4BA_DF_I_Y = given in marker masscentre system

! $_4BA_DF_I_Z = DEACTIVE !!!

$_4BA_DR_MASS = rear brake disc mass

$_4BA_DR_CEN_X = mass centre of rear brake disc

$_4BA_DR_CEN_Y = given in LEFT REAR BRAKE DISC

$_4BA_DR_CEN_Z = reference system

! $_4BA_DR_I_X = main inertia moments of rear brake disc [kg.m^2]

! $_4BA_DR_I_Y = given in marker masscentre system

! $_4BA_DR_I_Z = DEACTIVE !!!


Four Wheels Assembly

There is defined just one Substitution Variable data file for both the inde-pendent and dependent parameters. just the independent parameters arementioned bellow.For detailed description of four wheels assembly substructure seeAUTO:4.1.


$_4W_FRONT_TYRE_D = front tyre diameter

$_4W_FRONT_TYRE_WI = front tyre width

$_4W_FRONT_RIM_D = front rim diameter

$_4W_REAR_TYRE_D = rear tyre diameter

$_4W_REAR_TYRE_WI = rear tyre width

$_4W_REAR_RIM_D = rear rim diameter

$_4W_ARW_L = scale for arrow length:

arw_l0 = 1.0 * $_4W_ARW_L

$_4W_ARW_D = scale for arrow diameter:

arw_d0 = 0.1 * $_4W_ARW_D

Scaling factors for animation

$_4W_3D_SCALE = scaled arrow in z:

arw_z_l/arw_l0 = Fz_tyre/$_4W_3D_SCALE

$_4W_3D_SCAL_X = scaled arrow in x:

arw_x_l/arw_l0 = Fx_tyre/$_4W_3D_SCAL_X

$_4W_3D_SCAL_Y = scaled arrow in y:

arw_y_l/arw_l0 = Fy_tyre/$_4W_3D_SCAL_Y


Air Resistance

The data file of Substitution Variables has following structure (the list ofparameters is completed by their meaning).For detailed description of air resistance substructure see AUTO:4.1.

Keep the same physical units of SubstitutionHint:Variables and of a main model!

$_ARF_ADENS = air density [kg/m^3]

$_ARF_AREA = vehicle cross area [m^2]

$_ARF_LENGTH = aerodynamic reference length

$_ARF_WBASE = vehicle wheelbase

$_ARF_L_MES = distance between reference point and front axle

(positive when the point is behind the front axle)

$_ARF_CXCONST = constant air resistance coefficient of longitudinal force

Scaling factors for animation

$_ARF_3D_SCL_L = scale for arrow length [-]

$_ARF_3D_SCL_D = scale for arrow diameter [-]

$_ARF_3D_SCL_FX = scaled arrow in x [N]

$_ARF_3D_SCL_FY = scaled arrow in y [N]

$_ARF_3D_SCL_FZ = scaled arrow in y [N]

The 3D-arrows that represent air resistance forces in particular axis are scaledby scaling factors. It is applied

larrow x =larrow 0

$ ARF 3D SCL FXFARx

where larrow x is actual length of 3D-arrow for longitudinal forceFARx is longitudinal force of air resistance (see also III–FE:60)

The same is applied for larrow y and larrow z .


AUTO:5. How To Model inAutomotive+

These chapter shows the possible way how to use the Automotive+Modelling Elements and Automotive+ Database, how to to create avehicle model and how to define different car manoeuvers.

The following text supposes that the user isHint:experienced in the manipulation with files andsubstructures (creating, loading, etc.). If notsee Getting started - GETS:1, Data handling -SIMREF:6 and Substructures - SIMREF:4.15descriptions.

AUTO:5.1 How to Modify Substructure

This lesson will demonstrate how to set up new Substitution Variables filesand new substructure and how to place them into a DataBase menu list.

Firstly we describe modification of double wishbone suspension substruc-ture (see Figure AUTO:5.1.1). We will show how to create new parametersfiles, how to place them into a menu and how to load a new parameters ofsubstructure.

Figure AUTO:5.1.1: Modified double wishbone suspension

1. In your prompt window (x-term, etc.) go to the directory

~/database/mbs_db_ip/

AUTO:5.1 -128 How to Modify Substructure

Copy file

• 004 ip 001 wishbone double.sys to the file004 ip 003 wishbone modif.sys

• 004 dp 000 wishbone double.sys to the file004 dp 003 wishbone modif.sys.

2. The new independent parameters file can by modified by user speci-fied values. These changes affect the final substructure.Edit file 004 ip 003 wishbone modif.sys and replace the follow-ing parameters with values

$_WI_C1_Y = 0.33 ! chassis->arm_upper_marker1 : y_coordinate

$_WI_C2_Y = 0.35 ! chassis->arm_upper_marker2 : y_coordinate

$_WI_C3_X = -0.07 ! chassis->arm_lower_marker1 : x_coordinate

$_WI_C3_Y = 0.37 ! chassis->arm_lower_marker1 : y_coordinate

$_WI_C4_Y = 0.375 ! chassis->arm_lower_marker2 : y_coordinate

$_WI_W_Z = 0.04 ! wheel_centre : z_coordinate

Save the modified file!

3. Now the new files must be added to MBS-Element Info List

menu of Substitution Varaible Sets .

To add the new item into the menu the name of new filemust be put on the DB INPUT PARAMETER LIST.dat file that isplaced in the same directory as an Substitution Variables files( /database/mbs db ip/).Edit DB INPUT PARAMETER LIST.dat file. The file containscomment lines of the file (cca 29 lines) and a list of SubstitutionVariables files. There is defined total number of items at thebeginning of the list.

The total number of items must correspondHint:with number of Substitution Variable filesmentioned in list.

Every line of list contains:

• number of item

• comment of item that appears in window MBS-Element

Info List

• name of appropriate file in DataBase (directory~/database/mbs db ip/

Add the new items to the double wishbone

ni ’004_dp_003_Wishbone_MODIF___DepPar’ ’004_dp_003_wishbone_modif’

nj ’004_ip_003_Wishbone_MODIF___IndPar’ ’004_ip_003_wishbone_modif’

where ni, nj are numbers of item.Update number of all items and change the total number of items(original number + 2).Save the modified file!

How to Modify Substructure AUTO:5.1 -129

4. Now start SIMPACK.

5. Perform File ⊲

Open Modeland go to the directory

~/database/mbs_db_substructure/

Copy 004 wishbone double model to new model¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢004 wishbone double modificated .

6. Edit the model 004 wishbone double modificated viaPre-Process. ⊲

Model Setup

7. The files containing new Substitution Variables can be now selectedfrom menu. Perform Elements ⊲

Input Par. Data Bases

and see the list of model specified Substitution Variables files.Select 004 ip 001 wishbone double and

¨

§

¥

¦Modify it. The

MBS-Element Info List window with two new items

• 004 dp 003 Wishbone MODIF DepPar

• 004 ip 003 Wishbone MODIF IndPar

appears.The new independent parameters are loaded after selecting the004 ip 003 Wishbone MODIF IndPar

¨

§

¥

¦Modify the 004 dp 000 wishbone double in the same way

and replace it with004 dp 003 Wishbone MODIF DepPar

8. Perform File ⊲

Reload MBSto reload 3d graphic and Substi-

tution Variables files.

9. Save the model.

We have shown how to modify substructure via new Substitution Variablesfiles. The substructure can be however modified by means of existing Sub-stitution Variable files. In that case just the values of required parametersmust be redefined.We have defined new substructure 004 wishbone double modificated

with Substitution Variables files 004 ip 003 wishbone modif.sys and004 dp 003 wishbone modif.sys. Now we will redefine parameters con-cerning wheel plate - position of mass centre and mass.

1. Perform Info ⊲

Bodies / Kin Framesin window SIM-

PACK :3D Graphic Window and see mass and centreof mass of the wheel plate (see Figure AUTO:5.1.2). Themass is set in 004 ip 003 wishbone modif.sys file, the cen-tre of mass is calculated by means of formulas defined in004 dp 003 wishbone modif.sys file.

AUTO:5.1 -130 How to Modify Substructure

Exit SIMPACK: Help window.

Figure AUTO:5.1.2: The wheel plate mass parameters

2. Edit both the 004 ip 003 wishbone modif.sys and004 dp 003 wishbone modif.sys files.

3. Set the mass of wheel plate in 004 ip 003 wishbone modif.sys

file:

$_WI_WP_MASS = 11.5 ! wheel_plate : mass [kg]

4. To set the centre of mass the parameters defined in004 dp 003 wishbone modif.sys file must be deactivetedand the same values in 004 ip 003 wishbone modif.sys file mustbe activated.Comment the lines in 004 dp 003 wishbone modif.sys file:

! $_WI_WP_CEN_X = formula{...} ! wheel_plate : centre...

! $_WI_WP_CEN_Y = formula{...} ! wheel_plate : centre...

! $_WI_WP_CEN_Z = formula{...} ! wheel_plate : centre...

Activate the same lines in 004 ip 003 wishbone modif.sys fileand set the user specified values:

$_WI_WP_CEN_X = 0.01 ! wheel_plate : centre_of_mass_x

$_WI_WP_CEN_Y = 0.73 ! wheel_plate : centre_of_mass_y

$_WI_WP_CEN_Z = 0.03 ! wheel_plate : centre_of_mass_z

Save the modified files!

5. Now the Substitution Variables files are ready so we can performFile ⊲

Reload MBSto load new parameters.

6. Check the right definition of parameters viaInfo ⊲

Bodies / Kin Frames

The mass centre of wheel plate can be further shown in 3d graphics.

Select $B wheel plate from¨

§

¥

¦Bodies and

¨

§

¥

¦Modify it. See the

mass centre by clicking on¨

§

¥

¦Show Center of Mass .

How to Modify Substructure AUTO:5.1 -131

7. Exit the SIMPACK: MBS Define Body window and Exit

Model Setup.

We have defined new suspension substructure with user specified data. Atlast we will put this substructure on the substructure menu and we willcheck the new suspension loading into a main model.

1. The items of substructure menu are saved in file

~/database/mbs_db_substructure/DB_SUBSTRUCTURE_LIST.dat

The file contains comment lines, total number of substructures andlist of substructures. The list of substructures contains

• number of item

• name of appropriate substructure model (it appears in windowMBS-Element Info List)

• comment of the substructure (just an internal comment)

Put a new line at the list to add a new item:

ns ’004_wishbone_double_modificated’ ! Modificated double wishbone

wherens = number of the last item + 1

Update number of all items and change the total number of items(= ns).Save the modified file!

2. After the adding the new substructure in the menu we can load thissubstructure into a main model.Create a new ”dummy” model (e.g.¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢New substructure test ) and perform

Pre-Process. ⊲

Model Setup

3. Perform Elements ⊲

Substructuresand

¨

§

¥

¦New and enter the

name of substructure, e.g.¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢wishb mod .

4. Click on 3 Data Base and select

004 wishbone double modificated from the substruc-

ture menu.¨

§

¥

¦Load substructure to check the substructure

loading.

5. See the mass values of wheel plate again by clicking on Info ⊲

Bodies / Kin Frames

6. Exit the model.

Now you can check kinematic characteristics of004 wishbone double modificated suspension using the post-processormodel - see AUTO:5.3.

AUTO:5.2 -132 How to Tune Parameterized Suspension

The Automotive+ suspensions are defined in aHint:nominal position. To hold this position duringvehicle (quasi-)static equilibrium the appropi-ate parameters of spring must be defined. SeeAUTO:5.2 for spring parameters calculation.

AUTO:5.2 How to Tune Parameterized Suspension

The Automotive+ parameterized suspensions are defined in a nominal posi-tion that should be similar to position of suspension at a vehicle equilibrium.The position of suspension is during vehicle ride ensured by spring elementthat must have suitable parameters.The spring parameters are

• linear stiffness c

• unstretched length l0

• additional pre-load F0

and spring force law isFequilibrium = F0 + c ∆l

∆l = l0 − lequilibrium

whereFequilibrium is spring force by suspension initial position∆l is spring compression lengthlequilibrium is spring length by suspension initial position

There are two possibilities how to set initial spring parameters:

1. spring compression length ∆l is zero (respectively, l0 = lequilibrium)and additional pre-load F0 is set by means of Nominal Force Param-eters calculation.

2. additional pre-load F0 is zero and Nominal Force Parameterscalculation is used to set spring unstretched length l0.

In this lession we will describe how to calculate additional spring pre-loadF0 when l0 = lequilibrium. Then we will test the spring and damperparameters (linear stiffness and linear damping) so that the natural angularfrequency of sprung mass lies between 1,0 and 1,1 Hz and the naturaldamping is less then 0,4.

Model descriptionThe calculation of spring parameters is demonstrated on the modificateddouble wishbone suspension (see AUTO:5.1 for definition of this suspen-sion).Sprung mass of vehicle is 1400 kg.The linear spring stiffness is 22 000 N/m.The unstretched spring length is set by dependent Substitution Variable$ WI SPR L.The additional pre-loads will be calculated by means of a ”quarter car

How to Tune Parameterized Suspension AUTO:5.2 -133

model” (see Figure AUTO:5.2.3).The qarter car model has following properties:

• the mass of dummy body is set to 350 kg (one fourth of sprung mass).

• the dummy body can translate in z direction.

• there is defined dummy tyre force element between inertial systemand wheel plate.

• the whole substructure has two degrees of freedom (sprung mass andunsprung mass movement; the wheel rotation is dissable).

m = 350 kg c, l0, F0

Figure AUTO:5.2.3: The ”quarter car model” for spring parameterscalculation

1. Copy model 004 wishbone double modificated to the model¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢004 wishbone double force.par set .

2. Open the 004 wishbone double force.par set model via

Pre-Process. ⊲

Model Setup.

3. Set the mass of dummy body. Perform Elements ⊲

Bodiesand

modify the body $B dummy . Set the mass to¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢350 .

4. Change connection of dummy body.Perform Elements ⊲

Jointsand modify the

joint $J dummy . Change¨

§

¥

¦Joint Type to

06: Prismatic Joint z .

5. Fix the wheel. Modify the joint $J wheel and change¨

§

¥

¦Joint Type to 00: 0 Degrees of Freedom .

6. Define dummy tyre as parallel spring and damper. PreformElements ⊲

Force Elementsand create

¨

§

¥

¦New element

¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢dummy tyre .

Set¨

§

¥

¦To Marker l... to $M wheel plate tyre and

¨

§

¥

¦Force Type... to 05: Spring-Damper parallel Cmp .

AUTO:5.2 -134 How to Tune Parameterized Suspension

Set Force Parameters:linear spring constant in the z-direction cz: 200 000 N/mlinear damping constant in the z-direction dz: 50 Ns/m

7. Save the model by performing File ⊲

Save

8. Now we must calculate additional pre-loads of spring anddummy tyre to hold the suspension in initial position.

Perform Calculation ⊲

Nominal Force Parameters. The

window SIMPACK: Nominal Forces appears where clickon

¨

§

¥

¦Selection of Force Parameters . In the pop-up window

SIMPACK: Nominal Force Parameter List select¨

§

¥

¦New

and choose force element $F spring . The calculated parameter

is Nominal Force F nom [N] .

Define¨

§

¥

¦New force parameter to calculation again. The

force element is $F dummy tyre and parameter is

Nominal Force F nom z [N] .

Click on¨

§

¥

¦OK to close the window SIMPACK: Nominal Force

Parameter List.After force parameter definition we can

¨

§

¥

¦Perform calculation

(there is selected solution method for 3 Linear System ).The resultant parameters appear in window SIMPACK: Nominal

Forces Results. Click on¨

§

¥

¦OK to close the window.

¨

§

¥

¦Save results and

¨

§

¥

¦Exit SIMPACK: Nominal Forces

window.

9. Perform File ⊲

Reload MBSto load calculated force parame-

ters into the substructure model.

10. We must define joints states for linearization before we starteigenvalues calculation.Select Globals ⊲

Linearization States...and perform

¨

§

¥

¦Copy All Joint States to Linearization State . After

copying click on¨

§

¥

¦OK .

11. Save the model by performing File ⊲

Save

12. Calculate eigenvalues.Perform Calculation ⊲

Eigenvalues. In the window SIM-

PACK: Eigen Values switch State for Linearisation toLinearisation State 2 .

How to Tune Parameterized Suspension AUTO:5.3 -135

¨

§

¥

¦Perform calculation and check that the natural damping of

sprung mass (No. 1/2) is under 0,4 and natural angular frequencyof sprung mass (No. 1/2) is somewhere between 1,0 and 1,1 Hz.If the requirements are not satisfied then change the appropriateparameter of spring or damper, repeat calculation of additionalpre-loads and check eigen values again.

13. Check the stability behaviour of suspension.Perform ParVariation ⊲

Configureand define Inner Loop Pa-

rameters. The Number of Variations is¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢11 . Select

¨

§

¥

¦New

and enter the name¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢damping .

¨

§

¥

¦Type is Force parameter: - force.par - of Element ID

$F damper .

Element Coordinate is¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢3 .

Initial Value is¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢0 and Final Value is

¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢5000 .

¨

§

¥

¦Save configuration and

¨

§

¥

¦Exit window.

14. Perform ParVariation ⊲

Eigenfrequengy

15. See the parameter variation results.Perform PostProcess. ⊲

ParVariation Plots ⊲

Eigenfrequengy

In the window Parameter-Variation on Eigenfrequency

switch Representation to Root Locii 2 and clik on¨

§

¥

¦Plot .

The system is stabil as far as both imaginary and real part of solutiondescend .¨

§

¥

¦Exit Parameter-Variation window.

We have calculated necessary force parameters of suspension. Finaly wemust redefine substructure to be usable in a vehicle main model.

1. Set mass of dummy body to 0,000001 kg.

2. Fix the dummy body. The joint $J dummy has zero degrees offreedom.

3. Change joint type of $J wheel to 02: Revolute Joint be and¨

§

¥

¦Assemble System .

4. Remove force element $F dummy tyre.

5. Save the suspension model.

The other (and easier) possibility is just to copy calculated $F spring

parameters into original model 004 wishbone double modificated. The004 wishbone double modificated suspension can be then used in a mainmodel.

AUTO:5.3 -136 How to Use Post-processor Models

AUTO:5.3 How to Use Post-processor Models

There are defined two post-processor models to calculate a kinematiccharacteristics of independent suspension systems of the Automotive+Database.The PostProcessor up down model checks the kinematic characteristicsvia sensor type 157: Susp. Kinematics Up/Down (see VI–CE:157). Thecharacteristics are calculated for the user specified deflection and reboundof suspension system.The PostProcessor steering model measures the kinematic characteris-tics via sensor type 158: Susp. Kinematics Steering (see VI–CE:158) forthe user defined translation of a rack rod.

PostProcessor up down Model

The PostProcessor up down model can be used as a post-processor modelfor all the Automotive+ Database suspension substructures except rigidaxis.The measured characteristics are calculated via type 157: Susp. KinematicsUp/Down (see VI–CE:157). The movement of suspension substructure isprovided by translation of a body ”elevator” in z axis. The translation ofelevator is a sinusoidal motion given by

trans z = trans z0 + A sin(ωelevatort + α0),

where trans z0 , A and α0 are a parameters calculated by user defineddeflection and rebound of the elevator. The deflection and rebound arespecified in Substitution Variables. The elevator is via body ”wheel centre”connected to the centre of wheel, i.e. the wheel (point M) moves in z axistogether with elevator.Follow the instructions to set-up post-processor model:

1. Define a concrete suspension substructure (e.g¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢004 wishbone double modificated ). How to make a

new substructure see AUTO:5.1.

2. Add the 004 wishbone double modificated into the substructureDataBase.

3. Start the SIMPACK and copy PostProcessor up down model

to e.g.¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢PostPro UpDown wishbone modif .

4. Load PostPro UpDown wishbone modif model and perform

Pre-Process. ⊲

Model Setup


Substructuresand

¨

§

¥

¦New and load a

new suspension substructure.

6. Enter a name of substructure, e.g.¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢susp and select

004 wishbone double modificated from 3 Data Base .

How to Use Post-processor Models AUTO:5.3 -137

Now¨

§

¥

¦Load substructure (see Figure AUTO:5.3.4).

Figure AUTO:5.3.4: Post-processor model after the substructure load-ing

7. Save the model!!!

8. Perform File ⊲

Reload MBSto reread Substitution Variables.

9. Modify the joint

$J_wheel_centre

and replace¨

§

¥

¦From Marker i $M elevator to wheel centre by

marker $S susp:$M wheel posit hlp wheel.

10. Perform¨

§

¥

¦Assemble System and reduce DOF (the joint

$S susp:$J wheel must stay independent!).¨

§

¥

¦Assemble System again.

11. Perform Globals ⊲

Control Elements...and set-up the pa-

rameters of¨

§

¥

¦Sensor

$F_kinematic_characteristics

Just a coupling markers of spring and damper and the position ofaxle (front/rear) must be defined.If the characteristics of spring ratio and damper ratio are not impor-tant the default coupling markers can be used.


Substitution Variablesand set-up de-

flection and rebound of the elevator (see also Figure AUTO:5.3.5)

$_DEFLECTION = 0.11

$_REBOUND = 0.09


$_DEFLECTION

$_REBOUND

Figure AUTO:5.3.5: Deflection and rebound of the suspension


14. PerformCalculation ⊲

Time Integration ⊲

Perform Time-Int. + Full Measurement

15. After the calculation see the animation by clicking onAnimation ⊲

Time Historyin the window ModelSetup:

16. After the animation see the suspension characteristics byPost-Process. ⊲

General Plots

The model is calculated for 1 second period. The time of integration can bearbitrary changed but in that case must be defined a new frequency ωelevator

of elevator movement that is in accordance with the time of integration.The frequency is defined in Elements ⊲

Substitution Variablesas

$ FREQUENCY.

Change time of integration to 3 seconds. The appro-Example:priate frequency for one period of elevator movement is

$ FREQUENCY = 2 π3

= 2.0944

PostProcessor steering Model

The PostProcessor steering model can be used as a post-processor modelfor steerable Automotive+ Database suspension substructures, i.e. McPherson, Mc Pherson dissolved, double wishbone and double wishbone dis-solved suspensions and also five link if it is modified to steerable suspension(see AUTO:4.1).

How to Use Post-processor Models AUTO:5.3 -139

The measured characteristics are calculated via sensor type 158: Susp.Kinematics Steering (see VI–CE:158). The movement of suspension sub-structure is provided by translation of a body ”rack rod” in y axis. Thetranslation of rack rod is a sinusoidal motion given by

trans y = Arack rod sin(ωrack rodt),

and its parameters are specified by user defined Substitution Variables.The z axis translation of centre of wheel is during the rack rod movementnot allowed.Follow the instructions to set-up post-processor model:

1. Define a concrete suspension substructure (e.g¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢004 wishbone double modificated ). How to make a

new substructure see AUTO:5.1.

2. Add the 004 wishbone double modificated into the substructureDataBase.

3. Start the SIMPACK and copy PostProcessor steering model to

e.g.¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢PostProSteering wishbone modif .

4. Load PostProSteering wishbone modif model and perform

Pre-Process. ⊲

Model Setup


Substructuresand

¨

§

¥

¦New and load a

new suspension substructure.

6. Enter a name of substructure, e.g.¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢susp and select

004 wishbone double modificated from 3 Data Base .

Now¨

§

¥

¦Load substructure (see Figure AUTO:5.3.6).

Figure AUTO:5.3.6: Post-processor model after the substructure load-ing

.



8. Perform File ⊲

Reload MBSto reread Substitution Variables.

9. Modify the joint

$J_S_susp__J______rackdummy

and replace¨

§

¥

¦From Marker i $S susp:$M Isys rackdummy by

marker $M rack rod to substr rackdummy.

10. Modify the joint

$J_wheel_centre

and replace¨

§

¥

¦From Marker i $M Isys to wheel centre by

marker $S susp:$M wheel posit hlp wheel.

11. Perform¨

§

¥

¦Assemble System and reduce DOF (the joint

$S susp:$J wheel must stay independent!).¨

§

¥

¦Assemble System again.


Substitution Variablesand set-up am-

plitude Arack rod of rack rod translation (see also Figure AUTO:5.3.7)

$_AMPLITUDE = 0.04

$_AMPLITUDE

Figure AUTO:5.3.7: Amplitude of the rack rod movement






Time Historyin the window ModelSetup:

16. After the animation see the suspension characteristics by

How to Use Automotive+ Module within a Vehicle Model Simulation AUTO:5.4 -141

PostProcess. ⊲

General Plots

The model is calculated for 1 second period. The time of integration canbe arbitrary changed but in that case must be defined a new frequencyωrack rod of rack rod movement that is in accordance with the time ofintegration.The frequency is defined in Elements ⊲

Substitution Variablesas

$ FREQUENCY.

Change time of integration to 5 seconds. The appropri-Example:ate frequency for one period of elevator movement is

$ FREQUENCY = 2 π5

= 1.2566

AUTO:5.4 How to Use Automotive+ Module within a

Vehicle Model Simulation

There has been defined a lot of special automotive elements in themodule SIMPACK Automotive+ to enable more effective work in a vehicledynamics simulation (see Figure AUTO:5.4.8).Since a modelling of vehicle is very complex work and utilizing of Auto-motive+ elements within a main vehicle model can be complicated theexample of a ”dummy” vehicle definition is recommended.

General Vehicle Joint,General Driver Sensor

ParametrizedSubstructures

Road Track

General Tyre Model

Vehicle Globals

v

Figure AUTO:5.4.8: Automotive+ elements in a vehicle model

In this lesson we will create a model of a middle class vehicle and we willsimulate a different car manoeuvers.

The following Automotive+ elements are used in a vehicle model:

• Road Track

• General Vehicle Joint

• Vehicle Globals

AUTO:5.4 -142 How to Use Automotive+ Module within a Vehicle Model Simulation

• Set Special Views

• Parameterized substructures100 chassis for vehicle chassis004 double wishbone for front independent suspensions006 swing axle for rear independent suspensions103 steering assembly for steering assembly106 4 wheel assembly tyre forces for tyre force elements and wheels 3d

graphics105 driveline for driveline

• General Tyre Model - is defined in 4 wheel assembly

• Vehicle Driver Sensor - is defined in steering assembly and driveline

Vehicle Description

The vehicle parameters are:total weight: 1400 kgwheel base: 2800 mmtrack gauge: 1600 mmtire diameter: 610 mm

The vehicle model is defined by means of substructures. The default sub-structure Substitution Variables are used, is means that the independentand dependent parameters files must not be changed and an independentparameters of used substructures are defined in a such way that the sub-structures match alltohether.In case of a user specific vehicle definition keep in mind:

• tyre parameters must be alike!The tyre dimensions are used in different Automotive+ elements. Ifthese elements are used within a one model then the parameters mustbe the same. The tyre dimensions are used in:

– General Tyre Model - the tyre diameter is defined as force ele-ment parameter.

– parameterized suspensions - the tyre diameter, width and rimdiameter are used for a 3d graphics and inertia tensor calcula-tion.

– parameterized wheels assembly - the tyre diameter, width andrim diameter are used for a 3d graphics. Since the wheels assem-bly 3d graphics should ”redraw” 3d graphics of parameterizedsuspensions, the tyre dimensions can be defined a little bigger.

If the tyre dimensions are:Example:tyre diameter 0,61 mtire width 0,195 mrim diameter 0,38 m

then set the wheels assembly Substitution Vari-ables

$_4W_FRONT_TYRE_D = 0.64 ! tyre_diameter

$_4W_FRONT_TYRE_WI = 0.215 ! tyre_width

$_4W_FRONT_RIM_D = 0.38 ! rim_diameter


– parameterized driveline - the tyre diameter is used for a drivingtorque calculation

• the vehicle mass is used in a driveline substructure for driving torquecalculation.

Vehicle Model Definition

Firstly we will create a vehicle model. We will load the Automotive+ pa-rameterized substructures of chassis, front and rear suspensions, steeringassembly and wheel assembly (you can see a vehicle model topology inFigure AUTO:5.4.11).Then we will calculate a quasi-static equilibrium of a vehicle and the equi-librium position will be saved as an initial position of vehicle for other carmanoeuvers.

1. We will use the model automotive plus start model. Themodel contains just a bodies $B TRACK JOINT 19 and$B HORIZONTAL MOVED CAMERA. The body TRACK JOINT 19

is connected to inertial system by General Vehicle Joint (seeI–JOINT:19) and it consequently serves as a reference body forconnection of a substructures.The track for General Vehicle Joint is defined as Standard straightroad with length 500 m (see TRACK:1 for track description).

Copy model 00 AUTOMOTIVE MODEL NEW to the

model¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢car 00 original .

2. Open the car 00 original model via Pre-Process. ⊲

Model Setup.

3. Create a vehicle chassis.Click on

¨

§

¥

¦New substructure, name the substructure

¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢Chass

and select 100 chassis from 3 Data Base .

The loaded substructure contains just a body

$S Chass:$B chassis that defines 3d graphics and

mass parameters of vehicle chassis. You can see the mass parame-ters by clicking on Info ⊲

Bodies / Kin frames

It must be always at least one Auto-Hint:motive+ substructure body reconnected viajoint to another body to connect the sub-structure with the main model (seel also Fig-ure AUTO:5.4.11).

Since a final vehicle model contains diffent substructures and a jointlist has a lot of items the substructure joints for reconnection aremarked with six underlines, e.g. $J chassis. It is easy to findthese joints in the joint list. See Figure AUTO:5.4.9.¨

§

¥

¦Modify the joint $J S Chass J chassis


Bodies to reconnection

Figure AUTO:5.4.9: Bodies of Automotive+ substructures that mustbe reconnected in a main model

and replace¨

§

¥

¦From Marker i $M Isys with marker

$M TRACK JOINT 19 . The substructure moves to a

new position.

4. The rear suspensions are of type independent swing axle (seeAUTO:4.1 for axle description). Both the left and right suspensionsare loaded saparately.Firstly we load the rear left suspension. Create a

¨

§

¥

¦New substructure,

name the substructure¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢RL ax and load 006 swing axle .

For the rear right suspension create a¨

§

¥

¦New sub-

structure again, name it¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢RR ax and select

006 swing axle from 3 Data Base . Switch Mirror

Type to Mirror of y-components at xz-plane 2 and¨

§

¥

¦Load substructure .

Connect the suspensions to the body TRACK JOINT 19:¨

§

¥

¦Modify the joints $J S RL ax J dummy and

$J S RR ax J dummy and replace pre-defined¨

§

¥

¦From Marker i with the marker $M TRACK JOINT 19 .

5. The front suspensions are of type independent double wishbone (seeAUTO:4.1 for axle description). Both the left and right suspensions


are loaded saparately.Load the front left and right suspensions in the same way asit have been the rear suspensions loaded. Name the substruc-tures

¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢FL ax (front left) and

¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢FR ax (front right)

and select 004 wishbone double for both suspensions. Do

not forget to switch Mirror Type to No mirroring 2 and

Mirror of y-components at xz-plane 2 before loading

the left and right suspension respectively!Connect the suspensions to the body TRACK JOINT 19:¨

§

¥

¦Modify the joints $J S FL ax J dummy and

$J S FR ax J dummy and replace pre-defined¨

§

¥

¦From Marker i with the marker $M TRACK JOINT 19 .

Since the front suspensions can be steered the FL ax and FR axsubstructures must be connected not just to the TRACK JOINT 19

body but also to a steering assembly. But the steering assembly isstill not defined. It means that the rackdummy bodies of suspensionsubstructures stay connected to the Isys and they did not movewith all substructure. The rackdummy bodies will be reconnectedafter steering assembly loading.

Do not perform¨

§

¥

¦Assemble System !Hint:

6. Now we will define a steering assembly (see AUTO:4.1 for substruc-ture description).

Create a¨

§

¥

¦New substructure

¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢Steer and se-

lect 103 steering assembly type1 excited from the

list. Switch Mirror Type to No mirroring 2 and¨

§

¥

¦Load substructure . Connect the steering assem-

bly to the marker $M TRACK JOINT 19 via joint

$J S Steer J dummy .

7. The steering rods of the front suspensions can be now connectedto the steering assembly. The steering rods are in a suspensionsubstructures (e.g. 004 wishbone double) connected to the bodiesrackdummy that represent steering rack. In a main model must berackdummy reconnected to a reference body, i.e. to the steeringrack body or vehicle body in case of a steerable or non-steerablesuspension respectively.Connect the front left steering rod to the steering rack:

¨

§

¥

¦Modify

the joint $J S FL ax J rackdummy and replace¨

§

¥

¦From Marker i $S FR ax:$M Isys rackdummy with marker

$S Steer:$M steerrack steerrod le .

Connect the front right steering rod to the marker

$S Steer:$M steerrack steerrod ri in the same way.


8. Now perform¨

§

¥

¦Assemble System to check the model assembly.

The marker $M rackdummy and appropriate markeron the steering rack ($M steerrack steerrod le or$M steerrack steerrod ri) must have the same position

to provide the right performing of¨

§

¥

¦Assemble System . The

markers co-ordinates are set in the appropriate independent param-eters file. See also following example and Figure AUTO:5.4.10.

Suspensionsubstructure

Steeringassembly

substructure

rackdummy position($_xx_STR_RA)

Marker on steering rack

($_SA_RA1)

$_xx_STR_RA = $_SA_RA1$_xx_STR_RA = $_SA_RA1 c)b)

a)

Figure AUTO:5.4.10: The influence of position of steering rack markerand steering rod (rackdummy) marker over the system assembly:

a) steering assembly and suspension before¨

§

¥

¦Assemble System ,

b) position of suspension after¨

§

¥

¦Assemble System - the markers have

different co-ordinates and so the new suspension position is calculated,c) position of suspension after

¨

§

¥

¦Assemble System - the markers have

the same (correct) co-ordinates, suspension stays in original position.

The independent parameters file of front axleExample:004 ip 001 wishbone double.sys contains markerco-ordinates

$_WI_STR_RA_X = 0.01 ! steering rod->rack: x_coord

$_WI_STR_RA_Y = 0.37 ! steering rod->rack: y_coord

$_WI_STR_RA_Z = -0.07 ! steering rod->rack: z_coord


The independent parameters file of steering assem-bly 103 ip 001 steering.sys contains marker co-ordinates

$_SA_RA1_X = 0.01 ! steering_rack_marker_left: x_coord

$_SA_RA1_Y = 0.37 ! steering_rack_marker_left: y_coord

$_SA_RA1_Z = -0.07 ! steering_rack_marker_left: z_coord

Keep these co-ordinates always alike!

9. At last we will define a vehicle tyres. We will load the substructureFour wheels assembly - tyre forces (see AUTO:4.1 for substructuredescription) that includes both the tyre force elements type 49(General Tyre Model, see III–FE:49) and wheels 3d graphics.

Create a¨

§

¥

¦New substructure

¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢Tyres and select

106 4 wheel assembly tyre forces from the list. Connect

the wheel assembly to the marker $M TRACK JOINT 19 via

joint $J S Tyres J dummy to joint 19 .

Connect tyre force elements and wheel graphics with appropriatesuspension wheels. Select new

¨

§

¥

¦From Marker i of the following

joints:

$J S Tyres J wheel front le : marker $S FL ax:$M wheel

$J S Tyres J wheel front ri : marker $S FR ax:$M wheel

$J S Tyres J wheel rear le : marker $S RL ax:$M wheel

$J S Tyres J wheel rear ri : marker $S RR ax:$M wheel

10. The vehicle model is now complete but it is defined in a nominalposition so we must calculate the vehicle (quasi-)static equilibrium,i.e. the vehicle initial position for other simulations.Although the static equilibrium can be calculated in the StaticEquilibrium module, we will calculate the stationary state of thevehicle by means of time integration.The vehicle is during the time integration travelling with a constant

velocity. Perform Globals ⊲

Vehicle Globals...and set the

vehicle velocity v [km/h] =¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢50 . After enter the value

the appropriate velocity in [m/s] is displayed (13,8889). Press¨

§

¥

¦Apply as Defaults to see the wheels angular velocities in

SIMPACK Echo-Area window. Press¨

§

¥

¦OK to confirm the

velocity setting.See AUTO:3 for more details of Vehicle Globals.

11. Save the model by selecting File ⊲

Save

12. Perform Calculation ⊲


Configure

to set the time integration


parameters:Initial time: 0,0 sEnd time: 4,0 sNumber of Communication Points: 200

End State: 3 Save as Run 1





Time History

15. Copy the final results of time integration to the initial state byCalculation ⊲


Copy End of Run 1 to Initial State

16. Reload the new initial position of vehicle by File ⊲

Reload

17. Since the vehicle has been travelled with the speed 50 km/h duringthe time integration, the final arc length of vehicle is approximately60 m. To move the vehicle at the beginning of the track set thefollowing parameters to zero:

• parameter arc length s of joint TRACK JOINT 19

• parameter Beta [rad] of joint $S FL ax:$M wheel

• parameter Beta [rad] of joint $S FR ax:$M wheel

• parameter Beta [rad] of joint $S RL ax:$M wheel

• parameter Beta [rad] of joint $S RR ax:$M wheel

The vehicle model is now ready for different vehicle manoeuvers simula-tions.


Isys

TRACKJOINT_19

GeneralVehicle

Joint

HORIZONTALMOVED

CAMERA

Chass

chassis

Isys

0 DOF

Isys dummy

steercolmn

steerrack

0 DOF

rheonom(rot z)

tran y

L: typ 15(gearbox)

Steer

L: x,y,z

Isys

dummy

wheelplate

rackdummy

damperupper

damperlower

arm_lower

steering_rod

damperunit

α,β,γ

0 DOFtran z

rot y

α,β

L: x,y,z

0 DOF

spring


α,β

wheel

rot y

wheelposithlp

0 DOF

FR_ax

L: x,y,zIsys dummydamperupper

damperlower

wheelassembly

damperunit

α,β0 DOF

rot y

tran z

spring

wheel

rot y

wheelposithlp

0 DOF

RR_ax

User DefinedJoint

(rot x,y; tran z)

L: typ 15(α,β,z)

... reconnected in a main model

Figure AUTO:5.4.11: Topology of a vehicle model with Automotive+substructures (left suspensions are not shown)

Comment to the vehicle modelThere has been selected Four wheels assembly - tyre forces substructurein the vehicle model to define the tyres. The substructure includes forceelements General Tyre Model and wheel 3d graphics.The second possibility of tyres definition is to select Four wheels assembly- tyre forces 3d substructure. In this substructure are the tyre forcesshown as scaled arrows in x, y and z direction. The disadvantage of thissubstructure is the higher number of constraints resulting in a longer timeof integration, consequently this substructure has not been selected in thevehicle model.The other possibility is to use directly the force elements type 49: GeneralTyre Model. In this case must be General Tyre Model defined for eachwheel.

Manoeuver 1: Road Obstacle - Sinus Wave

The vehicle is crossing a sinus wave on the road at a speed of 150 km/h(see Figure AUTO:5.4.12).For this manoeuver we will use a vehicle model defined in the first lesson.


Figure AUTO:5.4.12: Road obstacle - Sinus wave

1. Copy model car 00 original to the model¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢car 01 sinus wave .

2. Open the car 01 sinus wave model via Pre-Process. ⊲

Model Setup.

3. Define the road obstacle.Select Globals ⊲

Road Surfaces...In the window SIM-

PACK: Road Surface click on¨

§

¥

¦Type and select SIN-Wave .

Set the wave parameters:x co-ordinate of eS: 10,0 my co-ordinate of eS: -1,25 mOrientation about z: 0,0 gradLength of wave: 30,0 mWidth of wave: 2,5 mHeight of wave: 0,4 m

4. Set the vehicle velocity.Use the Globals ⊲

Vehicle Globals...to set the vehicle

velocity to 150 km/h (how to set velocity see 10).


Save



Configure

and set the time integration


End State: 3 Don’t Save

7. Perform


Calculation ⊲




Time History

9. You can see the graphs of required variables in PostProcess. ⊲

General Plots

Manoeuver 2: Road Obstacle - Ramp

For this manoeuver we will use the existing model of vehile crossing sinuswave. Here we will modify just the velocity of vehicle and type of the roadobstacle (see Figure AUTO:5.4.13).The velocity of vehicle crossing a ramp is 25 km/h.

Figure AUTO:5.4.13: Road obstacle - ramp

1. Copy model car 01 sinus wave to the model¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢car 02 ramp .

2. Open the car 02 ramp model via Pre-Process. ⊲

Model Setup.

3. Modify the road obstacle.Select Globals ⊲

Road Surfaces...In the window SIM-

PACK: Road Surface click on¨

§

¥

¦Type and select Ramp .

Set the ramp parameters:


x co-ordinate of eS: 6,0 my co-ordinate of eS: -1,25 mOrientation about z: 0,0 gradWidth of ramp: 2,5 mx of first ramp: 1,0 mz of first ramp: 0,2 mx of second ramp: 5,0 mz of second ramp: 0,0 mx of third ramp: 1,0 mz of third ramp: -0,2 m

4. Modify the vehicle velocity.Use the Globals ⊲




Save

6. The defined time integration parameters will be used.





Time History


General Plots

Manoeuver 3: Excited Steering Angle

The vehicle is riding a straight road at a speed of 60 km/h and it is steeredalong a time. The steering is defined as a sinusoidal rotation of steeringcolumn.For this manoeuver we will use a vehicle model defined in the first lesson.


§

¥

¦

¤£¡¢¤£¡¢¤£¡¢car 03 steering angle excited .

2. Open the car 03 steering angle excited model via

Pre-Process. ⊲

Model Setup.

3. Define a steering excitation.Click on Elements ⊲

Time Excitationsand define a


¨

§

¥

¦New excitation named

¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢Steering angle excit .

The window SIMPACK: Define Time Excitation

Generator appears where select a¨

§

¥

¦Type of function

01: s(t)=s 0+A*SIN(omega*t+p) .

Set the function parameters:Constant value s0: 0,0 radAmplitude A: 0,5 radAngular velocity: 3,0 rad/sPhase p: -1,5 radExponent N: 0,0

Assign the function and its derivations to the Time Excitation Vectoru(t):

click on¨

§

¥

¦s(t) and select u 30 = 0

click on¨

§

¥

¦sd(t) and select u 31 = 0

click on¨

§

¥

¦sdd(t) and select u 32 = 0 .

Plot the time excitation via¨

§

¥

¦Test Plot Time Excitation (see

Figure AUTO:5.4.14).

Figure AUTO:5.4.14: Steering angle time excitation

4. Now assign the time excitation to the steering wheel rotation.Since the steering wheel is included in the body steercolmn we will¨

§

¥

¦Modify the joint $S Steer:$J steercolmn . Set the Joint

Parametersu(t) that contains s(t): u 30 = s(t) : $T Steering angle excit

u(t) that contains sp(t): u 30 = sp(t) : $T Steering angle excit

u(t) that contains spp(t): u 30 = spp(t) : $T Steering angle excit

Perform¨

§

¥

¦Assemble System after selectingHint:

the joint parameters.

5. Set the vehicle velocity.


Use the Globals ⊲




Save



Configure








Time History


General Plots

Manoeuver 4: Controlled Steering Angle (Double Lane Change)

The vehicle is riding a pre-defined track at a speed of 60 km/h. The trackis defined as a double lane change (see Figure AUTO:5.4.15).We will use a vehicle model defined in the first lesson. The sub-structure steering assembly type1 excited will be switched to steer-ing assembly type1 controlled that controls a steering rack movement inaccordance with a Driver Sensor measurement.


§

¥

¦

¤£¡¢¤£¡¢¤£¡¢car 04 steering angle controlled .

2. Open the car 04 steering angle controlled model via

Pre-Process. ⊲

Model Setup.

3. Change the steering assembly substructure.¨

§

¥

¦Modify the substructure Steer . Click on

¨

§

¥

¦File ... and select

new substructure 103 steering assembly type1 controlled .

Load the substructure by clicking on¨

§

¥

¦OK .


Figure AUTO:5.4.15: Controlled steering angle - double lane change

4. Define a new track.Perform Globals ⊲

Tracks...and switch Type to

Road: Cartographic Tracks 2 . The track is by de-

fault defined as a double lane change.

Let us describe this track type in detail.The Cartographic Track is put together from arc assemblies and eacharc assembly consists of four segments. They are straight track be-fore arc, transition track before arc, arc and transition track afterarc.The arc is a track of constant radius (constant curvature), thestraight track is a track with zero curvature, the transition trackis a track where the curvature changes from zero to constant valueand vice versa. On the transition track is rise of curvature constantothervise is it zero. The smoothing length lS is defined to avoid acurvature discontinuities.See arc curvature in the Figure AUTO:5.4.16.

Straight track Transition track Curve

ls ls

curv

atu

re =

1/R

[1/

m]

track length [m]0

Figure AUTO:5.4.16: Curvature of the arc segments






Save



Configure








Time History


General Plots

Manoeuver 5: Excited Driving Torque

The vehicle goes at a speed of 10 km/h at the beginning. After delay startsthe driving torque acting on the rear wheels through a differential box andthe vehicle velocity grows up.For this manoeuver we will use a vehicle model defined in the first lesson.We will use a new substructure driveline excited to apply the desired drivingtorque (see AUTO:4.1 for driveline description).


§

¥

¦

¤£¡¢¤£¡¢¤£¡¢car 05 drive torque excited .

2. Open the car 05 drive torque excited model via

Pre-Process. ⊲

Model Setup.

3. Define a driveline.Create a

¨

§

¥

¦New substructure, name the substructure

¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢Drive

and load 105 driveline excited .

The driveline contains a bodies differential box dummy, drivingtorque, input shaft, output shafts and wheeldummies. The bodiesdifferential box and driving torque must be connected to a vehiclebody (e.g. chassis), the wheeldummies must be connected to adriven wheels (see topology Figure AUTO:5.4.17).Connect the differential box dummy to the body chassis


via joint $J S Drive J differential box dummy

where replace pre-defined¨

§

¥

¦From Marker i with the

marker $S Chass:$M chassis TDG . Con-

nect the driving torque body to chassis via joint

$J S Drive J driving torque . The¨

§

¥

¦From Marker i

is $S Chass:$M chassis .

Connect the wheeldummy le and wheeldummy ri to the rear wheels:¨

§

¥

¦Modify the joints $J S Drive J wheeldummy le and

$J S Drive J wheeldummy ri and replace pre-defined¨

§

¥

¦From Marker i with the markers $S RL ax:$M wheel and

$S RR ax:$M wheel respectively.

Isys

TRACKJOINT_19

GeneralVehicle

Joint

HORIZONTALMOVED

CAMERA

Chass

chassis

dummy

steercolmn

steerrack

0 DOF

rheonom(rot z)

tran y

L: typ 15(gearbox)

Steer

L: x,y,z

dummy

wheelplate

rackdummy

damperupper

damperlower

arm_lower

steering_rod

damperunit

α,β,γ

0 DOFtran z

rot y

α,β

L: x,y,z

0 DOF

spring


α,β

wheel

rot y

wheelposithlp

0 DOF

FR_ax

L: x,y,zdummydamperupper

damperlower

wheelassembly

damperunit

α,β

0 DOF

rot y

tran z

spring

wheel

rot y

wheelposithlp

0 DOF

RR_ax

User DefinedJoint

(rot x,y; tran z)

L: typ 15(α,β,z)

... reconnected in a main model

0 DOF

L: typ 18

Isys

wheeldummy_ri

0 DOF

rot y

output_shaft_ri

drivingtorque

output_shaft_le

inputshaft

differentialbox

dummy

0 DOF

0 DOF

rot y

rot xDLE: Drivingtorque

driveshaft_le

wheeldummy_le

driveshaft_ri

0 DOF

Drive

Figure AUTO:5.4.17: Topology of a vehicle model with driveline (leftsuspensions are not shown)

4. Define a desired driving torque.The driving torque is defined as an input function and it is via timeexcitation and time excitation sensor assigned to the driving torquecontrol loop.


Set a¨

§

¥

¦New input function and name it

¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢Desired driving torque and select the

desired driving torque example.dat from 3 Data Base .

You can plot this input function by clicking on¨

§

¥

¦Plot (see Figure

AUTO:5.4.18).


Figure AUTO:5.4.18: Input function of the desired driving torque

5. Assign the driving torque input function to the time excitation.Create

¨

§

¥

¦New time excitation

¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢Desired driving torque .

Select¨

§

¥

¦Type of excitation 02: s(t)=g( InputFct(k*t-tt) )

and set the parameter Input Function for s(t) as

$I Desired driving torque .

Assign the time excitation to the Time Excitation Vector u(t):

click on¨

§

¥


The input function $I Desired driving torqueHint:must be assigned to the time excitationu(t) 50 because just this time excitation isread by control loop sensor.

See the time excitation via¨

§

¥

¦Test Plot Time Excitation .





Save



Configure









Time History


General Plots

Manoeuver 6: Controlled Driving Torque

The vehicle goes at a speed of 10 km/h (2,777 m/s in the input functionfile) at the beginning. After delay the desired vehicle velocity grows to the108 km/h (30 m/s).We will use the existing model of vehicle with defined driving torque. Thesubstructure driveline controlled is used to control a driving torgue in ac-cordance with desired vehicle velocity.

1. Copy model car 05 drive torque excited to the model¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢car 06 drive torque controlled .

2. Open the car 06 drive torque controlled model via

Pre-Process. ⊲

Model Setup.

3. Change the driveline substructure.¨

§

¥

¦Modify the substructure Drive . Click on

¨

§

¥

¦File ... and select a

new substructure 105 driveline controlled . Load the substruc-

ture by clicking on¨

§

¥

¦OK .

4. Define a desired vehicle velocity.The desired vehicle velocity is defined as an input function and itis via time excitation and time excitation sensor assigned to thedriving torque control loop.Set a

¨

§

¥

¦New input function and name it

¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢Desired vehicle velocity .

Select the desired vehicle velocity 05 car.dat from

3 Data Base and then switch to 3 local so that thevalue pairs can be modified. Set the discontinuity inpoints 1,0/2,77778 and 10,0/30,0 and switch interpolation to

3 Cubic spline interpolation .

Plot the input function by clicking on¨

§

¥

¦Plot (see Figure

AUTO:5.4.19).


Figure AUTO:5.4.19: Input function of the desired vehicle velocity

5. Assign the desired velocity input function to the time excitation.Create a

¨

§

¥

¦New time excitation

¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢Desired vehicle velocity . Select a

¨

§

¥

¦Type of exci-

tation 02: s(t)=g( InputFct(k*t-tt) ) and set the parameter

Input Function for s(t) to $I Desired vehicle velocity .

Assign the time excitation to the Time Excitation Vector u(t):

click on¨

§

¥


The input functionHint:$I Desired vehicle velocity must be as-signed to the time excitation u(t) 60 becausejust this time excitation is read by controlloop sensor.

See the time excitation via¨

§

¥

¦Test Plot Time Excitation .

6. The vehicle velocity is set to 10 km/h.


Save



Configure









Time History


General Plots

Manoeuver 7: Constant Radius Cornering

The vehicle goes at a speed of 5 km/h and it beginns to ride a circle track.After delay starts the driving torque acting on the rear wheels and thevehicle velocity grows up.We will use the existing model of vehicle with defined driving torque. Thesubstructures driveline excited and steering assembly type1 controlled areused to perform driving torque and steering of the vehicle (see FigureAUTO:5.4.20).

Figure AUTO:5.4.20: Constant radius cornering


§

¥

¦

¤£¡¢¤£¡¢¤£¡¢car 07 constant radius cornering .

2. Open the car 07 constant radius cornering model via

Pre-Process. ⊲

Model Setup.

3. Change the desired driving torque.¨

§

¥

¦Modify the time excitation Desired driving torque . Select

a new¨

§

¥

¦Type of excitation 04: Constant Accelerations and

set the parametersNumber of switches: 1Constant value sbegin(1) : 0 NmConstant value send(1): 50 NmTime tbegin(1): 15 sTime tend(1): 20 s


Set the plot limit t max: to¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢25 and perform

¨

§

¥

¦Test Plot Time Excitation (see Figure AUTO:5.4.21).

Figure AUTO:5.4.21: Time excitation of the driving torque

4. Change the steering assembly substructure.¨

§

¥

¦Modify the substructure Steer . Click on

¨

§

¥

¦File ... and select

new substructure 103 steering assembly type1 controlled .

Load the substructure by clicking on¨

§

¥

¦OK .

5. The parameters of steering assembly control loop must be changed.Perform Elements ⊲

Input Par. Data Basesand

¨

§

¥

¦Modify

the 103 ip 001 steering . Select the

103 ip 003 Steering assemb const r corner IndParam

from the window MBS-Element Info List.

6. Define a curved track.Perform Globals ⊲

Tracks...and switch Type to

Road: Cartographic Tracks 2 . Reduce a

number of arc ensembles to¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢1 and modify

Total track length [m] to¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢1500 . The other pa-

rameter to modify is 1. Arc Ensemble defined (0/1)[-] . The

first arc ensemble has a parameters:Straight track before arc: 20 mTransition track before arc: 6 mRadius of arc: 40 mLength of arc: 1500 mTransition track after arc: 6 mSmoothing length/2: 2 m





Save




Configure








Time History


General Plots

Manoeuver 8: Deterministic Road Excitation

The vehicle is riding a straight road with defined road excitation (see FigureAUTO:5.4.22) at a speed of 60 km/h. After delay starts the driving torqueacting on the rear wheels and the vehicle velocity grows up.We will use the existing model of vehicle with defined driving torque.

Figure AUTO:5.4.22: Deterministic road excitation


§

¥

¦

¤£¡¢¤£¡¢¤£¡¢car 08 road excitation deterministic .

2. Open the car 08 road excitation deterministic model via

Pre-Process. ⊲

Model Setup.


3. Define a road excitation.The excitation is of sinusoidal type with a transition from smoothroad to excited road in a length of 10 m (smoothed phase).

Perform Globals ⊲

Tracks...and select Excitation Load

as Track Related Irregularities 2 . The window

SIMPACK: MBS Define Rail Excitation Gen-

erator appears where change the Length for SmoothedPhase [m] to

¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢10 and click on

¨

§

¥

¦Vertical and se-

lect 01: s(t)=s 0+A*SIN(omega*t+p) . Now set the¨

§

¥

¦Parameters

Constant value s0: 0,0 mAmplitude A: 0,1 mAngular velocity: 0,5 rad/sPhase p: 0,0 radExponent N: 0,0

Set End value of plot to¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢30 and perform

¨

§

¥

¦Plot .





Save



Configure








Time History


General Plots


Manoeuver 9: Stochastic Road Excitation

The vehicle is riding a straight road with stochastic road excitation (seeFigure AUTO:5.4.22) at a speed of 60 km/h. We will modify the existingmodel of vehicle on the deterministic excitated road.

1. Copy model car 08 road excitation deterministic to the

model¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢car 09 road excitation stochastic .

2. Open the car 09 road excitation stochastic model via

Pre-Process. ⊲

Model Setup.

3. Define time excitation polynomial.Click on Elements ⊲

Polynomialsand select

$P StRoadTrackEx z . In the window SIMPACK:

Polynomial Coefficients switch Coefficients Given byto Bad Pavement 2 .

Exit the window by clicking on¨

§

¥

¦OK .

4. Modify a road excitation. Perform Globals ⊲

Tracks...and

select Excitation Load as Track Related Irregularities 2 .

In the window SIMPACK: MBS Define Rail Ex-

citation Generator click on¨

§

¥

¦Vertical and se-

lect 08: Nonlin. Stoch. by Polynom . Now set the¨

§

¥

¦Parameters

dummy: 0,0 m=1..5: no of new/ident. excit.: 1,0

ID of shape filter polynomial: $P StRoadTrackEx z

Number of frequencies: 100Upper frequ. limit, Hz or 1/m: 30,0Lower frequ. limit, Hz or 1/m: 0,1

Set End value of plot to¨

§

¥

¦

¤£¡¢¤£¡¢¤£¡¢30 and perform

¨

§

¥

¦Plot .

5. The vehicle velocity is set to 60 km/h.


Save

7. Use the pre-defined configuration of time integration and performCalculation ⊲



8. After the calculation see the animation by clicking on


Animation ⊲

Time History


General Plots

Documents

Automotive