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 2 SIMPACK General Vehicle Elements 3 Automotive+ Vehicle Elements 4 Automotive+ Database 4.1 1.0 -5 2.0 -7 3.0 -9 4.1 -15
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 5.2 5.3
5.1 -125
How to Modify Substructure . . . . . . . . . . . . . . . . . 5.1 -125 How to Tune Parameterized Suspension . . . . . . . . . . . 5.2 -130 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 Denition . . . . . . . . . . . . . . . . . . . 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. Project
About Automotive+
Project SIMPACK Automotive+ has been established to expand SIMPACK Package to vehicle research area and make the vehicle reserchers and car producers work more eectively and comfortably within this simulation system. Many problems of vehicle dynamics can be solved directly by basic functionalities of SIMPACK software package. Main motivation of Automotive+ development is to oer to the users from automotive area the problem-oriented software tool. The selection of the suitable functionalities is based on the direct discussions and meetings with representatives of many 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 submodels of basic structures (suspension, vehicles, characteristics,...) used within vehicle design. The modelling in detail is oriented to the special tasks of vehicle design. 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 requirements of software users.
AUTO:1.0 -6
AUTO:1. ABOUT AUTOMOTIVE+ PROJECT
AUTO:2. Elements
SIMPACK General Vehicle
Before the Project Automotive+ was started, it had been developed some system features and functionalities that relate to automotive applications. These systems functionalities are attainable with standard SIMPACK installation and they had been established to enable as more as correct description of automotive mechanical systems within Pre-processing work on models. They can be found in following Pre-processing Modules: Force Elements There are two methods of tyre approximation that can be used in vehicle modelling: Force Element 10: Pacejca Curve Fit (see IIIFE:10) Force Element 11: Pacejca Similarity (see IIIFE:11) Globals The simple track, road obstacles (sinusoidal bump, multiple ramps) or simple test course can be dened to simulate the road that vehicle is riding. Simple Road Track (see TRACK:5.1.1) Road Surface (see VIIRS:) Time Excitation The time excitation can be utilized in dierent ways of vehicle simulation (body movement, variable force element parameters, etc.). See VIIITE: for more details. Polynomials The possibility of denition of polynomials for stochastic excitation coecients with respect to the class of road. See VIIITE:8. Tyre Characteristics The user can check dened tyre force element by means of tyre characteristics generation. For more details see you SIMREF:8.3.
AUTO:2.0 -8
AUTO:2. SIMPACK GENERAL VEHICLE ELEMENTS
AUTO:3. Elements
Automotive+ Vehicle
Automotive+ project is just running. That is why some project aims have been already attained, some are planned for future. The areas of project interests 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 that have been developed to describe behaviour and properties typical for automotive mechanisms and its components.
AUTO:3.0 -10
AUTO:3. AUTOMOTIVE+ VEHICLE ELEMENTS
Road Track The Standard and Measured Track or Cartographic Track should be selected. The track description enables plane denition (curvature) and superelevation as well. Any irregularities along the track can be dened. The Figure AUTO:3.0.1 shows denition window of Standard and Measured Track. For detailed description see TRACK:1.
Figure AUTO:3.0.1: The denition of Road Track.
AUTO:3.0 -11
General Vehicle Joint The General Vehicle Joint (Joint 19) enables to connect sprung mass of vehicle with pre-dened track and to describe vehicle position by the arc length of the course (see Figure AUTO:3.0.2). Output parameters describe vehicle position as well as lateral and vertical position and rotations along co-ordinate axis (i.e. roll, pitch, yaw). The General Vehicle Joint is described in IJOINT:19.
Figure AUTO:3.0.2: The denition of Joint 19: General Vehicle Joint Hint: Generate Car elements depending on joint s(t) button (within SIMPACK: MBS Dene Joint window) generates the Track Camera elements and Road Track Polynoms for Linear Stochastic Analysis.

AUTO:3.0 -12
General Tyre Model The General Tyre Model (Force Element 49) module enables to use dierent tyre approximation methods for tyre modelling within the vehicle model (see Figure AUTO:3.0.3). The General Tyre Model module co-operates with the General Vehicle Joint module (see IJOINT:19). For detailed description of General Tyre Model see IIIFE:49.
Figure AUTO:3.0.3: The denition of Force Element 49: General Tyre Model.
AUTO:3.0 -13
Vehicle Globals The Vehicle Globals button serves for vehicle initial conditions setting. After denition of Road Track, General Vehicle Joint and General Tyre Models the Vehicle Globals button can be used. First the wheel joints must be dened as type 02: Revolute Joint y and the force elements General Tyre Model must be dened from Isys and to wheel bodies. Then can be Globals used to set-up the velocity of body that is Vehicle Globals... connected by General Vehicle Joint. After this the angular velocity of wheel bodies are calculated (see Figure AUTO:3.0.4).
Figure AUTO:3.0.4: The denition of vehicle initial conditions by means of Vehicle Globals button. Set Special Views Using the Special Views, user has a powerful possibility to watch the vehicle behaviour within the results animation. As a part of General Vehicle Joint (see IJOINT:19) denition is the generation of a track camera. This camera moves along dened track and can respect or ignore track irregularities. The 3D animation (by moving camera and special views setting) together with the vehicle position selection (by means of General Vehicle Joint) enable the user to analyse the vehicle behaviour and movement along and relative to track. the The Set Special Views button (see Figure AUTO:3.0.5) will oer Special Car-moved Views after
AUTO:3.0 -14
Generate Car elements depending on joint s(t) ac tion (that is applicable during General Vehicle Joint denition or modication - 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 Control Elements loop and has been designed to give to the user the satisfactory information about the vehicle location with respect to the dened track. Detailed description of this sensor is located in VICE:168. Suspension Characteristics Sensor Automotive+ sensors measure the kinematic characteristics of an independent suspension systems. These sensors can be used for the Automotive+ Database suspension systems as well as for a user dened suspension system. How to mesure characteristics of suspension system by vertical movement of suspension - seeVICE:157. How to mesure characteristics of suspension system by steering of the wheel - seeVICE:158.
AUTO:4.
Automotive+ Database
The Automotive+ Database contains list of items that can be used within the vehicle modelling. There are Parameterized Substructures (suspension systems, anti-roll bars, etc.) that have been made to be used with advantage within the vehicle model setup. The including of Parameterized Bodies, CAD primitives and Forces to Automotive+ Database is planned. Every Parameterized Substructure should by modicated by means of its Substitution Variables. Hint: The style of following pages assumes the knowledge of SIMPACK Data handling philosophy and SIMPACK Substructures modelling philosophy. If you are not touched by it, see you briey SIMREF:6 for Data handling or SIMREF:4.15 for Substructures modelling.
AUTO:4.1
Parameterized Vehicle Substructures

The parameterized vehicle substructures (see Figure AUTO:4.1.1) are to support the user aspiration in road vehicles modelling and facilitate his steps within this process. SIMPACK Automotive+ Database oers suspension 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 gures in the following substructure descriptions. These gures enable the user to easy understand the conguration of substructure models, their bodies, joints, loops and force elements. The meaning of symbols used in these gures is:
AUTO:4.1 -16
Figure AUTO:4.1.1: AUTOMOTIVE+ Database substructures
body
body 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 rot x, y or z tran x, y or z ,, ,,,x,y,z joint with 0 degrees of freedom (type 00) revolute joint (typ 01, 02 or 03) prismatic joint (typ 04, 05 or 06) spherical joint (typ 10) user dened joint (typ 25) - letters mean free movement
Independent joint states are underlined. L: ,,,x,y,z L: typ XX damper user dened constraint (typ 25) - letters mean locked movement constraint typ XX name of force element
AUTO:4.1 -17
Suspension Systems
SIMPACK Automotive+ Database oers dierent types of basic wheel suspension substructures. These substructures have been parameterized, the data format of appropriate parameters data le is described in AUTO:4.2. There are some basic principles that have been used within design of every type of suspension substructure. They are: the use of one co-ordinate system: co-ordinate system connected with vehicle body (sprung mass); the co-ordinate systems of all substructure bodies are located in the same 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 side of vehicle, the right side suspension system must be loaded as a mirrored left side suspension (vehicle connected co-ordinate system: positive x axis points forwards, positive z axis points upwards). See SIMREF:4.15 for the substructure loading. the use of suspension force elements: the spring, damper and overload spring are dened in every parameterized suspension system the connection of the other chassis elements: the steering mechanism (if possible), anti-roll bar and tire (as a force element) can be dened and connected to the suspension substructure in a main model the dummy mass parameters: mass, center of mass and inertia moments are pre-dened as a dummy values for all bodies; the real values can be dened instead of dummy parameters In the following description indicates _substructure name a name of loaded substructure in a main model (substructure is named by user during substructure loading process) and _name of the body_ indicates a name of body in a suspension substructure model. Hint: All the Substitution Variables (co-ordinates) are related to the vehicle connected co-ordinate system. User has to modify particular substructure by means of Substitution Variables rst and then load the modied substructure into a main model. The vehicle body is during the substructure modication represented by
AUTO:4.1 -18
dummy body. After the loading of the substructure into a main model the dummy body must 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 to dene the marker $M name of the vehicle body in a main model in position of vehicle connected co-ordinate system otherwise the correct position of substructure in a main model is not provided. The Substitution Variables data (co-ordinates) of suspension substructure model should be applied in a nominal position of suspension system. All joint states of substructure have zero values in this nominal position. The following text describes common elements and properties of parameterized suspension systems. Suspension force elements The suspension force elements include spring, damper and overload spring . They are a parts of every suspension substructure as a force elements and they can be connected to the dierent bodies (for list of bodies see concrete suspension system). To enable easier simulation of suspension systems are there pre-dened a dummy parameters of force elements. These parameters can be modied and replaced with user dened values. Spring is dened as force element type 04: Par. Spring+Damper: PtP. It connects bodies dummy and wheel plate by default but it can be reconnected to the other bodies either in the substructure model or in a main model. The spring can be reconnected via markers named $S substructure name:$M name of the body spring. Example:
To Marker j $S suspension:$M wheel plate spring of spring force element can be replaced with marker $S suspension:$M arm2 spring. The spring 3D graphic must be updated if you redene spring coupling markers. Per form Generate/Update 3D in the window SIMPACK: MBS Dene Force Element. The pop-up window appears where just click on OK .

Hint:
AUTO:4.1 -19
The pre-dened dummy parameters are the unstretched spring length l0 (dened as a distance between spring coupling markers) and the linear spring stiness c. The unstretched spring length can be modied in the substructure model (before substructure loading into a main model); the linear spring stiness can be changed in the substructure 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 Figure AUTO:4.1.2).
CH_FE_D
OSPR_3DL
CH_FE_D
OSPR_L
overload_spr_spring overload_spr_damper
e x t e n s i o n
SU_FE_D
damper
SU_FE_D
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 $M damper lower damper fel The pre-dened dummy parameter is the linear damping constant d. It can be changed in the substructure model or in a main model as well. If the non-linear damper is used the linear damping constant should be set to zero and an input function (see SIMREF:4.17) must be selected as a non-linear damping characteristic. The input function can be either dened by user or it can be used pre-dened dummy input function ($I InpFct Damper example 1 or $I InpFct Damper example 2). These changes must be done before 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 type 18: 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
AUTO:4.1 -20
$M damper lower overload spring. The pre-dened dummy parameter of $F overload spr spring is nonlinear spring characteristic in z dened as the input function $I InpFct OverlSpring example 1. This input function can be replaced by $I InpFct OverlSpring example 2 or by user dened input function before the substructure model loading into a main model. The pre-dened dummy parameters of $F overload spr damper are linear spring constant in z-direction cz and linear damping constant in z-direction dz . Both values can be changed in the substructure model or in a main model as well. The whole damper unit connects mostly the bodies dummy and wheel plate. Damper unit can be reconnected from wheel plate to another body of suspension system by means of reconnection of damper lower body. This must be done before the substructure model 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. Example: From Marker i $M wheel plate damper lower of joint $J damper lower can be replaced with marker $M arm4 damper lower. Other chassis elements Steering mechanism connection If is it possible to steer the substructure then is the connection of steering system mentioned in particular suspension system description. Anti-roll bar can be added to every suspension substructure in a main model as a separate system. It has to be connected via markers named $S_substructure name:$M_name of the body_antirollbar The particular suspension system description contains a list of possible connected bodies. Tyre force element can added in a main model. It should be connect From Marker i

$M_Isys with To Marker j

$S_substructure name:$M_wheel Mass properties All the suspension substructure bodies have pre-dened mass, centre of mass and inertia moments. The mass is dened as an Substitution Variable, centre of mass depends on the positions of body markers and inertia
AUTO:4.1 -21
moments depend on the mass and positions of body markers. The inertia tensor is dened relative to the marker $M_name of the body_masscentre This marker keeps the position of centre of mass and its orientation depends on the type of body (arm, wheel plate, steering rod, etc.). The dummy, rackdummy and wheel posit hlp bodies have a small mass and inertia moments to not aect the suspension behaviour. See also AUTO:4.2 for more details. Wheel alignment The wheel alignment is determined by wheel centre position and wheel axis orientation. To orient the wheel axis the wheel must be rotated rstly about z axis and secondly about x axis. The angles of rotation are called toe angle (z axis rotation) and camber angle (x axis rotation). Since the sequence of rotation must be kept (z - x rotation), the help body (named wheel 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 to wheel plate and then is the wheel rotated about camber angle relative to wheel posit hlp body (see Figure AUTO:4.1.3).
v
z
wheel_posit_hlp
x y
wheel_plate
1
v= toe angle = camber angle
z z y x
wheel
Figure AUTO:4.1.3: Orientation of wheel axis Elastokinematic The parameterized suspension systems are dened as a kinematic chains without any elasticity nevertheless the rubber bearings of arms play very importan role in a real suspension dynamic and if the simulation has to be as faithful as possible the elasticity of bearings should be considered. To simulate the elastokinematics behaviour the suspension system topology must be redened. The possibility how to do this is to make the
AUTO:4.1 -22
P
y
Figure AUTO:4.1.4: Orientation of marker for elastokinematic appropriate joints and constraints free and to dene new force elements (elastic bearings) between the free coupling markers. The elasticity of rubber berings is variant in dierent directions therefore is it possible to change the orientation of coupling markers, i.e. to orient the marker axis in directions of known bering parameters. The orientation of coupling markers is dened by means of P, Q and R points. The position of points P and Q depends on the type of arm (see particular suspension substructure), the position of point R is dened as an input parameter (see Figure AUTO:4.1.4).
AUTO:4.1 -23
Five link independent wheel suspension The ve link independent wheel suspension is a mechanism with one degree of freedom (SIMPACK ve link suspension model has two degrees of freedom - see folowing description). It consists of wheel plate and ve rods. The Figure AUTO:4.1.5 shows the kinematic chart of this suspension system and its SIMPACK representation. Co-ordinates of all points are given in vehicle connected co-ordinate system.
CH_FE_S C2 Z C5 A2 CH_FE_D
C1
zw
A5 A1 X Y C4 SU_FE_S SU_FE_D A4 v
zwheel yw ywheel
x wheel C3 xw A3
Five link independent wheel suspension

Z
v = TOE_ANG
C2
Y
= CAMBER
C5 A2
C1
X
z wheel
C4 A1
A5
A4
C3 A3
y wheel x wheel
v
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
AUTO:4.1 -24
$B_damper_upper $B_wheel_posit_hlp The topology of ve link suspension model is shown in Figure AUTO:4.1.6 (damper unit is described in AUTO:4.1).
, ,,
arm1
L: x,y,z ,
arm2
L: x,y,z ,
wheel
rot y
arm3
0 DOF
Isys
dummy
0 DOF
L: x,y,z
arm4
L: x,y,z ,
wheel plate
0 DOF
wheel posit hlp
rackdummy
arm5
,
L: x,y,z
damper upper
tran z
damper lower
damper unit
spring
Figure AUTO:4.1.6: Kinematic tree/loop chart of ve link independent wheel suspension Hint: The independent joint states of the substructure 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. It can be reconnected from damper upper or to each of arm or to wheel plate. Damper lower body: is connected to wheel plate by default. It can be reconnected to each of arm. Other chassis elements Steering mechanism: The ve link suspension model is dened as a non-steered suspension system. Despite of this fact, there is a possibility to use ve link suspension substructure as a steered mechanism. To make the ve link suspension system steerable, one step must be done before substructure loading into a main model: within the substructure model the joint $J______rackdummy
AUTO:4.1 -25
must be modicated 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 the connection of rack rod with the substructure in a main model the joint $J_S_substructure name__J______rackdummy with 0 degree of freedom has to be modied. The From Marker i $S substructure name:$M Isys rackdummy must be replaced 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 limiting conditions is included in AUTO:4.2.

AUTO:4.1 -26
Mc Pherson independent wheel suspension The Mc Pherson independent wheel suspension is a mechanism with one degree of freedom (SIMPACK Mc Pherson suspension model has two degrees of freedom - see folowing description). It consists of wheel plate, arm and damper bodies. The Figure AUTO:4.1.7 shows the kinematic chart of this suspension system and its SIMPACK representation. Co-ordinates of all points are given in vehicle connected co-ordinate system.
CH_FE_S CH_FE_D
SU_FE_D Z zw
STR_RA
Y
STR_WP
z wheel
C2
SU_FE_S
x wheel
yw ywheel W
A1 C1 Mc Pherson independent wheel suspension

Z
xw
v = TOE_ANG
X Y
= CAMBER
STR_RA
STR_WP C2
z wheel
C1
A1
x wheel
v
ywheel
Figure AUTO:4.1.7: Mc Pherson independent wheel suspension SIMPACK substructure model consists of bodies: $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 -27
AUTO:4.1.8 (damper unit is described in AUTO:4.1).

spring
rot y
arm
0 DOF
,,
wheel damper lower

0 DOF
dummy
L: x,y,z
damper upper
tran z
rot y
Isys
damper unit
wheel plate
0 DOF
wheel posit hlp
0 DOF
L: x,y,z
rackdummy
steering_rod
Figure AUTO:4.1.8: Kinematic tree/loop chart of Mc Pherson independent wheel suspension
Hint:
The independent joint states of the substructure are $J_arm - Revolute Joint y : Beta [rad] $J_wheel - Revolute joint y : Beta [rad] Suspension force elements: Spring: is connected from dummy to damper lower by default. It can be reconnected from damper upper or to arm or to wheel plate. Damper lower body: is connected to wheel plate. It cannot be reconnected. Other chassis elements Steering mechanism: this substructure is dened as a steered suspension system. For the connection of rack rod with the substructure in a main model the joint $J_S_substructure name__J______rackdummy with 0 degree of freedom has to be used. The From Marker i $S substructure name:$M Isys rackdummy must be replaced with appropriate rack marker. Anti-Roll-Bar: can be connected to wheel plate or arm. The detailed description of Substitution Variables, their limits and limiting conditions is included in AUTO:4.2.

AUTO:4.1 -28
Mc Pherson dissolved independent wheel suspension The Mc Pherson dissolved independent wheel suspension is a mechanism with one degree of freedom (SIMPACK Mc Pherson dissolved suspension model has two degrees of freedom - see folowing description). It consists of wheel plate, two arms and damper bodies. The Figure AUTO:4.1.9 shows the kinematic chart of this suspension system and its SIMPACK representation. Co-ordinates of all points are given in vehicle connected co-ordinate system.
CH_FE_S CH_FE_D
SU_FE_D Z zw
STR_RA
Y X SU_FE_S
STR_WP
z wheel
x wheel v
yw ywheel W
C2 A2 A1 C1
xw
Mc Pherson dissolved independent wheel suspension

Z
v = TOE_ANG
X Y
= CAMBER
STR_RA
STR_WP
z wheel
C2
A2 A1 C1
x wheel
ywheel
Figure AUTO:4.1.9: Mc Pherson dissolved independent wheel suspension SIMPACK substructure model consists of bodies: $B______dummy $B______rackdummy $B_wheel_plate $B_arm1 $B_arm2 $B_steering_rod $B_wheel $B_damper_lower
AUTO:4.1 -29
$B_damper_upper $B_wheel_posit_hlp The topology of Mc Pherson dissolved suspension model is shown in Figure AUTO:4.1.10 (damper unit is described in AUTO:4.1).
spring
arm1
,,
0 DOF
L: x,y,z
dummy
L: x,y,z
arm2 damper upper

tran z
wheel
rot y
damper lower
0 DOF
Isys
wheel plate
0 DOF
wheel posit hlp
damper unit
0 DOF
L: x,y,z
rackdummy
steering_rod
Figure AUTO:4.1.10: Kinematic tree/loop chart of Mc Pherson dissolved independent wheel suspension
Hint:
The independent joint states of the substructure 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. It can be reconnected from damper upper or to arm1 or arm2 or to wheel plate. Damper lower body: is connected to wheel plate. It cannot be reconnected. Other chassis elements Steering mechanism: this substructure is dened as a steered suspension system. For the connection of rack rod with the substructure in a main model the joint $J_S_substructure name__J______rackdummy with 0 degree of freedom has to be used. The From Marker i $S substructure name:$M Isys rackdummy must be replaced with appropriate rack marker. Anti-Roll-Bar: can be connected to wheel plate or arm1 or arm2.

AUTO:4.1 -30
The detailed description of Substitution Variables is included in AUTO:4.2.
AUTO:4.1 -31
Double wishbone independent wheel suspension The double wishbone independent wheel suspension is a mechanism with one degree of freedom (SIMPACK double wishbone suspension model has two degrees of freedom - see folowing description). It consists of wheel plate and two arms. The Figure AUTO:4.1.11 shows the kinematic chart of this suspension system and its SIMPACK representation. Co-ordinates of all points are given in vehicle connected co-ordinate system.
CH_FE_D CH_FE_S
STR_RA C2 STR_WP A1
SU_FE_S SU_FE_D x wheel v yw ywheel W zw
C1 C4
z wheel
A3 C3
xw
Double wishbone independent wheel suspension

v = TOE_ANG
C2 STR_WP
= CAMBER
z wheel
C1
Z
STR_RA
C4
X Y
A1 A3
C3
x wheel
ywheel
Figure AUTO:4.1.11: Double wishbone independent wheel suspension SIMPACK substructure model consists of bodies: $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
AUTO:4.1 -32
The topology of double wishbone suspension model is shown in Figure AUTO:4.1.12 (damper unit is described in AUTO:4.1).
L: ,,x,y,z ,,
arm_upper
rot y
arm_lower
, L: x,y,z
0 DOF
,,
wheel
rot y
dummy
damper upper
tran z
damper lower wheel plate
Isys
damper unit
0 DOF
wheel posit hlp
spring
0 DOF
L: x,y,z
rackdummy
steering_rod
Figure AUTO:4.1.12: Kinematic tree/loop chart of double wishbone independent wheel suspension
Hint:
The independent joint states of the substructure are $J_arm_lower - Revolute Joint y : Beta [rad] $J_wheel - Revolute joint y : Beta [rad] Suspension force elements Spring: is connected from dummy to damper lower by default. It can be reconnected from damper upper or to arm lower or arm upper or to wheel plate. Damper lower body: is connected to arm lower by default. It can be reconnected to wheel plate or to arm upper. Other chassis elements Steering mechanism: this substructure is dened as a steered suspension system. For the connection of rack rod with the substructure in a main model the joint $J_S_substructure name__J______rackdummy with 0 degree of freedom has to be used. The From Marker i $S substructure name:$M Isys rackdummy must be replaced with appropriate rack marker. Anti-Roll-Bar: can be connected to wheel plate or arm lower or arm upper.

AUTO:4.1 -33
The detailed description of Substitution Variables is included in AUTO:4.2.
AUTO:4.1 -34
Double wishbone dissolved independent wheel suspension The double wishbone dissolved independent wheel suspension is a mechanism with one degree of freedom (SIMPACK double wishbone suspension model has two degrees of freedom - see folowing description). It consists of wheel plate, one arm and two rods. The Figure AUTO:4.1.13 shows the kinematic chart of this suspension system and its SIMPACK representation. Co-ordinates of all points are given in vehicle connected co-ordinate system.
CH_FE_D CH_FE_S
STR_RA C2 A2 C1
Z
STR_WP
zw
SU_FE_S SU_FE_D
A1
x wheel v
z wheel
C4 A3
yw ywheel W
xw
C3 Double wishbone dissolved - independent wheel suspension

v = TOE_ANG
STR_RA STR_WP C2
= CAMBER
z wheel
C1
Z
A2 A1 C4
A3 C3
x wheel
ywheel
Figure AUTO:4.1.13: Double wishbone dissolved independent wheel suspension SIMPACK substructure model consists of bodies: $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
AUTO:4.1 -35
$B_wheel_posit_hlp The topology of double wishbone dissolved suspension model is shown in Figure AUTO:4.1.14 (damper unit is described in AUTO:4.1).
L: x,y,z ,
arm1
L: x,y,z
arm2
rot y
triang_arm
,
0 DOF
,,
wheel
rot y
dummy
L: x,y,z
Isys
damper upper
tran z
damper lower
wheel plate
0 DOF
wheel posit hlp
damper unit
spring
0 DOF
L: x,y,z
rackdummy
steering_rod
Figure AUTO:4.1.14: Kinematic tree/loop chart of double wishbone dissolved independent wheel suspension
Hint:
The independent joint states of the substructure are $J_triang_arm - Revolute Joint y : Beta [rad] $J_wheel - Revolute joint y : Beta [rad] Suspension force elements Spring: is connected from dummy to damper lower by default. It can be reconnected from damper upper or to triang arm or arm1 or arm2 or to wheel plate. Damper lower body: is connected to triang arm by default. It can be reconnected to wheel plate or arm1 or arm2. Other chassis elements Steering mechanism: this substructure is dened as a steered suspension system. For the connection of rack rod with the substructure in a main model the joint $J_S_substructure name__J______rackdummy with 0 degree of freedom has to be used. The From Marker i $S substructure name:$M Isys rackdummy must be re
AUTO:4.1 -36
placed with appropriate rack marker. Anti-Roll-Bar: can be connected to wheel plate or triang arm or arm1 or arm2. The detailed description of Substitution Variables is included in AUTO:4.2.
AUTO:4.1 -37
Spherical independent wheel suspension The spherical independent wheel suspension is a mechanism with one degree of freedom (SIMPACK spherical suspension model has two degrees of freedom - see folowing description). It consists of wheel plate and two rods. The wheel plate is conected by spherical joint to the vehicle body. The Figure AUTO:4.1.15 shows the kinematic chart of this suspension system and its SIMPACK representation. Co-ordinates of all points are given in vehicle connected co-ordinate system.
CH_FE_S Z CH_FE_D
C2
A2
zw
Y X SU_FE_D SU_FE_S x wheel v
z wheel
yw W y wheel
C3
A3
xw
C1 Spherical joint independent wheel suspension
v = TOE_ANG
= CAMBER
C2 A2
Y X
z wheel
C3
C1
y wheel x wheel v
A3
Figure AUTO:4.1.15: Spherical independent wheel suspension SIMPACK substructure model consists of bodies: $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
AUTO:4.1 -38
,,
wheel
L: x,y,z , rot y
arm2 Isys
0 DOF
dummy
L: x,y,z
arm3
L: x,y,z
wheel plate
0 DOF
wheel posit hlp
damper upper
tran z
damper lower
damper unit spring
Figure AUTO:4.1.16: Kinematic tree/loop chart of spherical independent wheel suspension Hint: The independent joint states of the substructure are $J_wheel_plate - 2nd Rotation about y [rad] $J_wheel - Revolute joint y : Beta [rad] Suspension force elements Spring: is connected from dummy to wheel plate by default. It can be reconnected from damper upper or to each of arm or to damper lower. Damper lower body: is connected to wheel plate by default. It can be reconnected to each of arm. Other chassis elements Steering mechanism: steering is not possible. Anti-Roll-Bar: can be connected to wheel plate or each of arm. The detailed description of Substitution Variables is included in AUTO:4.2.
AUTO:4.1 -39
Independent swing axle suspension The independent swing axle suspension is a mechanism with one degree of freedom (SIMPACK swing axle suspension model has two degrees of freedom - see folowing description). The Figure AUTO:4.1.17 shows the kinematic chart of this suspension system and its SIMPACK representation. Co-ordinates of all points are given in vehicle connected co-ordinate system.
CH_FE_D Z CH_FE_S
Y X
C2
zw SU_FE_S SU_FE_D yw W ywheel zwheel
C1
x wheel
v xw
Swing axle independent wheel suspension
v = TOE_ANG Z
= CAMBER
X C2
z wheel
C1
x wheel
v
y wheel
Figure AUTO:4.1.17: Independent swing axle suspension SIMPACK substructure model consists of bodies: $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 Figure AUTO:4.1.18 (damper unit is described in AUTO:4.1).
Hint:
The independent joint states of the substructure
AUTO:4.1 -40
rot y
0 DOF
Isys
dummy
L: x,y,z
damper upper
tran z
damper lower
wheel assembly
0 DOF
wheel posit hlp
rot y
damper unit spring
wheel
Figure AUTO:4.1.18: Kinematic tree/loop chart of independent swing axle suspension
are $J_wheel_plate - Revolute Joint y : Beta [rad] $J_wheel - Revolute joint y : Beta [rad] Suspension force elements Spring: is connected from dummy to wheel plate by default. It can be reconnected from damper upper or to damper lower. Damper lower body: is connected to wheel plate. It cannot be reconnected. Other chassis elements Steering mechanism: steering is not possible. Anti-Roll-Bar: can be connected to wheel plate. The detailed description of Substitution Variables is included in AUTO:4.2.
AUTO:4.1 -41
Quadralink independent wheel suspension The quadralink independent wheel suspension is a mechanism with one degree of freedom (SIMPACK quadralink suspension model has two degrees of freedom - see folowing description). It consists of wheel plate, three arms and damper bodies. The Figure AUTO:4.1.19 shows the kinematic chart of this suspension system and its SIMPACK representation. Co-ordinates of all points are given in vehicle connected co-ordinate system.
CH_FE_D = CH_FE_S
SU_FE_S
C3 A3
z wheel
W
y
C1
C2
SU_FE_D
ywheel
A1 A2 xwheel
SU_FE_D
C3 A3 C2 C1 A2 A1 W
Figure AUTO:4.1.19: Quadralink independent wheel suspension SIMPACK substructure model consists of bodies: $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 Figure AUTO:4.1.20 (damper unit is described in AUTO:4.1).
AUTO:4.1 -42
arm1
,,
L: x,y,z
arm2
L: x,y,z
wheel
rot y
arm2 Isys
0 DOF
dummy
L: x,y,z
damper upper
tran z
damper lower
0 DOF
wheel plate
0 DOF
wheel posit hlp
damper unit
spring
Figure AUTO:4.1.20: Kinematic tree/loop chart of quadralink independent wheel suspension Hint: The independent joint states of the substructure 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. It can be reconnected from damper upper or to arms or to wheel plate. Damper lower body: is connected to wheel plate. It cannot be reconnected. Other chassis elements Steering mechanism: steering is not possible. Anti-Roll-Bar: can be connected to wheel plate or arms. The detailed description of Substitution Variables is included in AUTO:4.2.
AUTO:4.1 -43
Independent integral axle suspension The independent integral axle suspension is a mechanism with one degree of freedom (SIMPACK integral axle suspension model has two degrees of freedom - see folowing description). It consists of wheel plate, two rods and arm with tie rod. The Figure AUTO:4.1.21 shows the kinematic chart of this suspension system and its SIMPACK representation. Co-ordinates of all points are given in vehicle connected co-ordinate system.
CH_FE_D = CH_FE_S
SU_FE_S SU_FE_D
z
C1
C2 A1 C4 TR_WP
A2
z wheel
W
y
C3
ywheel
A3 TR_TA
xwheel
C2 C1 TR_WP C4 C3 A1
A2
A3 TR_TA
Figure AUTO:4.1.21: Independent integral axle suspension SIMPACK substructure model consists of bodies: $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
AUTO:4.1 -44

,, rot y
triang arm
L: x,y,z
tie_rod
L: x,y,z ,
arm1
L: x,y,z
wheel
rot y
arm2
0 DOF
Isys
dummy
L: x,y,z
damper upper
tran z
damper lower
wheel plate
0 DOF
wheel posit hlp
damper unit
spring
Figure AUTO:4.1.22: Kinematic tree/loop chart of independent integral axle suspension Hint: The independent joint states of the substructure are $J_triang_arm - Revolute Joint y : Beta [rad] $J_wheel - Revolute joint y : Beta [rad] Suspension force elements Spring: is connected from dummy to damper lower by default. It can be reconnected from damper upper or to each of arm or to wheel plate. Damper lower body: is connected to wheel plate by default. It can be reconnected to each of arm. Other chassis elements Steering mechanism: steering is not possible. Anti-Roll-Bar: can be connected to wheel plate or each of arm. The detailed description of Substitution Variables is included in AUTO:4.2.
AUTO:4.1 -45
SLA independent wheel suspension The SLA independent wheel suspension is a mechanism with one degree of freedom (SIMPACK SLA suspension model has two degrees of freedom - see folowing description). It consists of wheel plate with a deformable arm and three rods. The wheel plate is via deformable arm conected to the vehicle body. The Figure AUTO:4.1.23 shows the kinematic chart of this suspension system and its SIMPACK representation. Co-ordinates of all points are given in vehicle connected co-ordinate system.
CH_FE_D = CH_FE_S
SU_FE_S
C2
z
SU_FE_D
A2
z wheel x y
C4 C3 A3 C1 WA A4 W
ywheel xwheel
C2 A2 WA W C4 C3 A3 C1 A4
Figure AUTO:4.1.23: The SLA independent wheel suspension SIMPACK substructure model consists of bodies: $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
AUTO:4.1 -46
plate. Since the SIMPACK model is dened from a rigid bodies, the suspension model with rigid wheel plate would have just zero degree of freedom and so 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 dened by means of force element type 13: Spatial torsion-spring damper (named $F torsion arm elasticity). The force parameters are set in the input parameters data le. The coupling markers of force element are dened in a such way that rotation of torsion arm about x axis means torsion of arm and rotation about z axis means exion of arm. The topology of SLA suspension model is shown in Figure AUTO:4.1.24 (damper unit is described in AUTO:4.1).
torsional_arm_elasticity
torsional_arm
L: x,y,z ,
arm2
L: x,y,z ,
wheel
rot y
arm3
0 DOF
Isys
dummy
L: x,y,z
arm4
L: x,y,z
wheel plate
,
0 DOF
wheel posit hlp
damper upper
tran z
damper lower
damper unit spring
Figure AUTO:4.1.24: Kinematic tree/loop chart of SLA independent wheel suspension Hint: The independent joint states of the substructure are $J_torsion_arm - 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. It can be reconnected from damper upper or to each of arm or to wheel plate. Damper lower body: is connected to wheel plate by default. It
AUTO:4.1 -47
can be reconnected to each of arm. Other chassis elements Steering mechanism: steering is not possible. Anti-Roll-Bar: can be connected to wheel plate or each of arm. The detailed description of Substitution Variables, their limits and limiting conditions is included in AUTO:4.2.
AUTO:4.1 -48
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 folowing description). It consists of axle body and four rods. The Figure AUTO:4.1.25 shows the kinematic chart of this axle and its SIMPACK representation. Co-ordinates of all points are given in vehicle connected co-ordinate system. All data concerning right force elements, right wheel position and direction of right wheel axle are mirrored from the left side elements. The user has to dene the Substitution Variables of right side elements only in case that they are dierent from the Substitution Variables of left side elements.
CH_FE2_S AX_FE2_S AX_FE2_D z zwheel 2 AX_FE1_D AX_FE1_S CH_FE1_D CH_FE1_S
CH_FE2_D
WH2 v2
x xwheel 2 ywheel 2
A2
za
A1
ya
A4
xa
zwheel 1 y
A3 C1
Z
xwheel 1 x
v1
y wheel 1
C2 C4 C3
WH1
Four link rigid axle suspension z wheel 2

C2
v = TOE_ANG
2
A2
za
= CAMBER
A1
1 z wheel 1
C1
v2
A4
y wheel 2
x wheel 2
Z X
xa
ya
C4
xwheel 1
C3
ywheel 1
1
A3
Figure AUTO:4.1.25: Four link rigid axle SIMPACK substructure model consists of bodies: $B______dummy $B_axle $B_arm1
AUTO:4.1 -49
$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).
,
,,
arm1
L: x,y,z ,
wheel_1
rot y
arm2
L: x,y,z ,
arm3
0 DOF
L: x,y,z
arm4
0 DOF
wheel_1 posit hlp
Isys
dummy
L: x,y,z
damper_1 upper
tran z
damper_1 lower
axle wheel_2 posit hlp
0 DOF
damper 1 unit
rot y
L: x,y,z
damper_2 upper
tran z
damper_2 lower
wheel_2
damper 2 unit spring 1 spring 2
Figure AUTO:4.1.26: Kinematic tree/loop chart of four link rigid axle Hint: The independent joint states of the substructure are $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:
AUTO:4.1 -50
Spring 1: is connected from dummy to axle by default. It can be reconnected from damper 1 upper or to damper 1 lower. Spring 2: is connected from dummy to axle by default. It can be reconnected from damper 2 upper or to damper 2 lower. Damper 1 lower body: is connected to axle (left side). It cannot be reconnected. Damper 2 lower body: is connected to axle (right side). It cannot be reconnected. Other chassis elements Steering mechanism: steering is not possible. 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 added in a main model. They should be connect 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. The detailed description of Substitution Variables is included in AUTO:4.2.
AUTO:4.1 -51
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 freedom as well - see folowing description). It consists of two arms on each vehicle side and a torsion beam that connects arms together. The wheels are connected to particular arms. The Figure AUTO:4.1.27 shows the kinematic chart of this suspension system and its SIMPACK representation. Co-ordinates of all points are given in vehicle connected co-ordinate system.
CH_FE_D
CH_FE_S
SU_FE_D
z wheel
SU_FE_S W
z
TB
x wheel y
C1
y wheel
Figure AUTO:4.1.27: The torsion beam suspension SIMPACK substructure model consists of bodies: $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. The torsion beam properties are applied by means of force element type 13:
AUTO:4.1 -52
Spatial torsion-spring damper (named $F torsion beam elasticity). The force parameters are set in the Substitution Variables data le. The topology of torsion beam suspension model is shown in Figure AUTO:4.1.28 (damper unit is described in AUTO:4.1).
damper unit
L: x,y,z
damper le upper
tran z
damper le lower
,
wheel left
rot y
spring le
,,
arm left Isys

0 DOF
0 DOF
wheel le posit hlp
dummy
,,
torsion beam elasticity (rot y)
L: ,,x,z 0 DOF
arm right
wheel ri posit hlp

rot y
spring ri L: x,y,z
damper ri lower
tran z
damper ri lower
wheel right
damper unit
Figure AUTO:4.1.28: Kinematic tree/loop chart of torsion beam suspension Hint: The independent joint states of the substructure are $J_arm_left - 2nd Rotation about y [rad] $J_arm_right - 2nd Rotation about y [rad] Suspension force elements: Spring le: is connected from dummy to arm left by default. It can be reconnected from damper le upper or to damper le lower. Spring ri: is connected from dummy to arm right by default. It can be reconnected from damper ri upper or to damper ri lower. Damper le lower body: is connected to arm left by default. It cannot be reconnected. Damper ri lower body: is connected to arm right by default. It cannot be reconnected.
AUTO:4.1 -53
Other chassis elements Steering mechanism: steering is not possible. Anti-Roll-Bar: can be connected to each of arm. The detailed description of Substitution Variables is included in AUTO:4.2.
AUTO:4.1 -54
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 bar assemblies are based on the same principles, it means that kinematic chart, SIMPACK model and the meaning of Substitution Variables are the same for both front and rear anti-roll bar assemblies. In the following text the general anti-roll bar assembly is described. The anti-roll bar assembly uses one vehicle connected co-ordinate system and all Substitution Variables (co-ordinates) are related to this co-ordinate system. The Substitution Variables data should be applied in a nominal position of system. All joint states of substructure have zero values in this nominal 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 freedom. It consists from anti-roll bar and two connecting rods. The Figure AUTO:4.1.29 shows the kinematic chart of anti-roll bar assembly model and its SIMPACK representation.
S2 A2 z
y S1
torsion spring damper
C1 A1
Anti-roll-bar assembly
S2 z A2 x
y S1
C1
A1
Figure AUTO:4.1.29: Anti-roll bar assembly model SIMPACK substructure model consists of bodies: $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:
AUTO:4.1 -55
$B_anti_roll_bar_le $B_anti_roll_bar_ri The force element type 13: Spatial torsion-spring damper (see IIIFE:13) act between these bodies. The force parameters are set in the Substitution Variables data le. The connecting rods are in SIMPACK model represented by constraints type 28: Massless Link. The topology of anti-roll bar assembly model is shown in Figure AUTO:4.1.30.
0 DOF
L: typ 28
axledummy_le
rot y
anti_roll_bar_le
0 DOF
Isys
dummy
rot y
anti_roll_bar_ri
0 DOF
L: typ 28
axledummy_ri
Figure AUTO:4.1.30: Kinematic tree/loop chart of anti-roll bar assembly
Hint:
The anti-roll bar assembly model has 0 degree of freedom. In the following description indicates _substructure name a name of the loaded substructure in a main model (substructure is named by user during substructure loading process). The location of vehicle connected coordinate system for anti-roll bar substructure denition comes from following image. The vehicle body is during the substructure modication represented by dummy body. It is eective to connect the dummy body with vehicle body by joint $J_S_substructure name__J______dummy with 0 degree of freedom after the loading of the substructure into the main model. This joint should connect From Marker i


$S_substructure name:$M______dummy The suspension systems (left and right independent wheel suspensions or rigid axle suspension) connected by anti-roll bar substructure are during the substructure modication represented by axledummy le and
AUTO:4.1 -56
axledummy ri bodies. To connect anti-roll bar substructure and the suspension 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 nects From Marker i

axledummy le con-
$S_substructure name:$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 nects From Marker i

axledummy ri con-
$S_substructure name:$M_Isys_axledummy_ri with To Marker j

$S_substructure name:$M______axledummy_ri_suspension in a loaded anti-roll bar substructure. Mass properties The substructure bodies have pre-dened mass, centre of mass and inertia moments. The mass is dened as an Substitution Variable, centre of mass depends on the positions of dened markers and inertia moments depend on the mass and positions of dened markers. The inertia tensor is dened relative to the marker $M_name of the body_masscentre This marker keeps the position and orientation of centre of mass. The dummy, axledummy le and axledummy ri bodies have a small mass and inertia moments to not aect the anti-roll bar behaviour. See also AUTO:4.2.
AUTO:4.1 -57
Steering Assembly
SIMPACK Automotive+ Database contains four steering assembly substructures. 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 and all Substitution Variables (co-ordinates) are related to this co-ordinate system. The Substitution Variables data should be applied in a nominal position of steering assembly. All joint parameters of substructure have zero values in this nominal position. There is dened one independent parameters le and one dependent parameters le for all steering assemblies that enables simply switching between dierent types of steering assemblies in a main model. The detailed description of Substitution Variables is included in AUTO:4.2.
Steering assembly type1 The Steering assembly type1 excited and Steering assembly type1 controlled are dened nearly in the same way. The dierences are mentioned below. 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 assembly substructure model and its SIMPACK representation. The SIMPACK steering assembly type 1 substructure model consists of bodies: $B______dummy $B_steerrack $B_steercolmn The steering wheel is included in $B steercolmn body. The steering rods are not included in steering assembly substructure model but they are a parts of steerable suspension substructures (ve link suspension, Mc Pherson suspension, double wishbone suspension). In case that user denes his own steerable suspension system and he wants to use the steering assembly substructure, he has to dene steering rods within suspension system model. The steering rods (left and right) has to be connected in a main model to steering rack ($B steerrack) body via markers
AUTO:4.1 -58
CM2
x
RA2 (y) CM1
RA1
CM2
RA2 (y)
y
RA1
CM1
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 IICONSTR:15.1) act as a steering gear. The gear parameters are set in the Substitution Variables data le. In the following description indicates _substructure name a name of the loaded substructure in a main model (substructure is named by user during substructure loading process). The location of vehicle connected coordinate system for steering assembly substructure denition comes from following image. The vehicle body is during the substructure modication represented by dummy body. It is eective to connect the dummy body with vehicle body by joint $J_S_substructure name__J______dummy with 0 degree of freedom after the loading of the substructure into the main model. This joint should connect From Marker i


AUTO:4.1 -59
$S_substructure name:$M______dummy The vehicle joint must be of type 19: General Vehicle Joint - see following description. Dierences in excited and controlled model The excited and controlled steering assemblies are based on the same principle, the bodies and their graphics are alike. The dierence is however in the way of excitation and thus the kinematic tree of models dier (see topology Figure AUTO:4.1.32 for steering assembly type 1 and AUTO:4.1.35 for steering assembly type 2).
a)
0 DOF
rheonom (rot z)
steercolmn Isys dummy

tran y L: typ 15 (gearbox)
steerrack
b)
rot z
steercolmn
L: typ 15 (gearbox)
Isys
0 DOF
dummy
tran y
L: y
steerrack
Moving marker dummy_steering_ctrl
Figure AUTO:4.1.32: Kinematic tree/loop chart of steering assembly type 1 a) excited and b) controlled The $J steercolmn joint of steering assembly excited is dened as type 40: Rheonom: Single Axis u(t) and it enables time excitation of the steering assembly within a main model simulation. The steering assembly controlled uses control elements to translate steering rack in y axis and thus to steer the vehicle. The control loop is dened in a such way that stly is there measured displacement orthogonal to track at dened preview by force element type 168: Driver sensor (see VICE:168) and then are calculated control functions for position and velocity of steering rack. Finaly are these values applied by 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 dened in Substitution Variables. Hint: The joint $J dummy is predened as dummy
AUTO:4.1 -60
vehicles track joint (force.par(1)) for measurements of force element type 168: Driver sensor, i.e. the body dummy must be connected to the vehicle body in a main model; the vehicle joint must be joint type 19: General Vehicle Joint.
Preview distance for $J______dummy track joint ($_SA_SC_PRVIEW)
Steering sensor
Force typ 168: Driver Sensor
Orthogonal displacement L
Orthogonal displacement L
Steering control
Force typ 140: AD-filter by transfer fct
2
Steering derivator
2 3
u1(t) =
K TI.T1.T2
1 + TI.L + TI.TD.L
1 T1+T2 2 3 L + L + L T1.T2 T1.T2
u2(t) =
K TI.T1.T2
L + TI.L + TI.TD.L
1 T1+T2 2 3 L + L + L T1.T2 T1.T2
u1(t)
u2(t)
Steering actuator
Force typ 113: Position Control of Marker rack_translation_y = u1(t) rack_translational_velocity_y = u2(t)
Figure AUTO:4.1.33: Control loop of controlled steering assembly Mass properties The substructure bodies have pre-dened mass, centre of mass and inertia moments. The mass is dened as an Substitution Variable, centre of mass depends on the positions of dened markers and inertia moments depend on the mass and positions of dened markers. The inertia tensor is dened relative to the marker $M_name of the body_masscentre This marker keeps the position of centre of mass and its orientation depends on the type of body (steerrack, steercolmn etc.). The dummy body has a small mass and inertia moments to not aect the steering assembly behaviour.
AUTO:4.1 -61
See also AUTO:4.2.
Steering assembly type2 The Steering assembly type2 excited and Steering assembly type2 controlled are dened nearly in the same way. The dierences are mentioned below.
CM2
CM_UP
x
RA2 (y) CM1
CM_LO
RA1
CM2
CM_UP
z
RA2 (y)
y x
CM1 RA1
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 assembly substructure model and its SIMPACK representation. The SIMPACK steering assembly type 2 substructure model consists of bodies: $B______dummy $B_steerrack $B_steercolmn_upper $B_steercolmn_middle $B_steercolmn_lower_help $B_steercolmn
AUTO:4.1 -62
The steering wheel is included in $B steercolmn body. The steering rods are not included in steering assembly substructure model but they are a parts of steerable suspension substructures. The steering rods (left and right) has to be connected in a main model to steering rack ($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 IICONSTR:15.1) act as a steering gear. The gear parameters are set in the Substitution Variables data le. The location and connection of substructure in a main model is described in Steering assembly type1 - see AUTO:4.1. Dierences in excited and controlled model The dierences are described in AUTO:4.1. The topology of steering assembly type 2 shows Figure AUTO:4.1.35. Mass properties See mass properties description in AUTO:4.1.
AUTO:4.1 -63
a)
rot z
steercolmn_upper
,
steercolmn_middle
L: ,x,y,z
Isys
0 DOF
dummy
steercolmn_lower_help
tran z rheonom (rot z)
steercolmn
L: typ 15 (gearbox) tran y
steerrack
b)
rot z
steercolmn_upper
,
steercolmn_middle
L: ,x,y,z
steercolmn_lower_help Isys
0 DOF
dummy
rot z
tran z
steercolmn
L: typ 15 (gearbox) tran y L: y
steerrack
Moving marker dummy_steering_ctrl
Figure AUTO:4.1.35: Kinematic tree/loop chart of steering assembly type 2 a) excited and b) controlled
AUTO:4.1 -64
Driveline
SIMPACK Automotive+ Database contains two driveline substructures Driveline excited and Driveline controlled. There is dened one independent parameters le and one dependent parameters le for both driveline models that enables simply switching between drivelines in a main model. The detailed description of Substitution Variables is included in AUTO:4.2. Since the both driveline substructures have the same base the general driveline substructure is described in following text. The dierences are mentioned. The driveline is a mechanism with two degrees of freedom. It consists of input shaft, dierential box and two output shafts. The Figure AUTO:4.1.36 shows the kinematic chart of driveline substructure model and its SIMPACK representation.
x differential_box
y 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 dierential gear is represented by constraint type 18: Dierential Gear Box (see IICONSTR: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
AUTO:4.1 -65
$F drive shaft ri. The force elements are dened as type 13: Spatial torsion-spring damper (see IIIFE:13) that simulate the elasticity of shafts. wheeldummy le and $B wheeldummy ri should The bodies $B be 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 connected 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 following description. The topology of driveline model is shown in Figure AUTO:4.1.37.
0 DOF
wheeldummy_ri
drive shaft_ri
output_shaft_ri
rot y DLE: Driving torque rot x
driving torque
input shaft
L: typ 18
differential box dummy

rot y
0 DOF
Isys
output_shaft_le
0 DOF
drive shaft_le
0 DOF
wheeldummy_le
Figure AUTO:4.1.37: Kinematic tree/loop chart of driveline Dierences in excited and controlled model The only dierence between excited and controlled model is the way of control. While in the excited model is the driving torque controlled by desired torque in the controlled model is the driving torque controlled by dierence 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 is limited by maximal and minimal torgue.
AUTO:4.1 -66
u_desired(t)
DLE: Desired driving torque

Force typ 163: Sensor for Time Excitations u(t) M_desired = u_desired(t)
M_desired
DLE: Torque delimitation-MAX (driving)

Force typ 143: Connection Element and Function Generator IF M_desired M_maximal THEN M_drive = M_maximal ELSE M_drive = M_desired
Maximal torque M_maximal ($_DL_M_MAX)
M_drive
DLE: Torque delimitation-MIN (towing)

Force typ 143: Connection Element and Function Generator IF M_drive M_minimal THEN M_drive = M_drive ELSE M_drive = M_minimal
Minimal torque M_minimal ($_DL_M_MIN)
M_drive
DLE: Driving torque

Force typ 110: Actuator Proportional Type
Input shaft driving torque = M_drive
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 is measured by force element type 168: Driver sensor (see VICE:168). Hint: driving torque is predened as The joint $J dummy vehicles track joint (force.par(1)) for measurements of force element type 168: Driver sensor, i.e. the body driving torque must be connected to the vehicle body in a main model; the vehicle joint must be joint type 19: General Vehicle Joint.
AUTO:4.1 -67
u_desired(t)
1
M(t)
DLC: Actual vehicle velocity

Force typ 168: Driver Sensor
DLC: Desired vehicle velocity

Force typ 163: Sensor for Time Excitations u(t) v_desired = u_desired(t)
DLC: Torque delimitation-MAX (driving)

Force typ 143: Connection Element and Function Generator IF M(t) M_maximal THEN M_drive = M_maximal ELSE M_drive = M(t)
Maximal torque M_maximal ($_DL_M_MAX)
v_actual
v_desired
DLC: Velocity difference

Force typ 143: Connection Element and Function Generator v = v_desired - v_actual
M_drive
DLC: Torque delimitation-MIN (towing)

Force typ 143: Connection Element and Function Generator IF M_drive M_minimal THEN M_drive = M_drive ELSE M_drive = M_minimal
Minimal torque M_minimal ($_DL_M_MIN)
DLC: Control unit

M_drive M =
0 .mvehicle.r0 + 2.D.0 .mvehicle.r0 .v

v M(t)
DLC: Driving torque

Force typ 110: Actuator Proportional Type
Input shaft driving torque = M_drive
Figure AUTO:4.1.39: Control loop of driveline controlled The controlling function of controlled driveline depends on the total weight of vehicle mvehicle and unloaded tyre radius r0 . The other parameters are undamped natural angular frequency 0 and natural damping D. The natural damping should be between 0,7 and 0,8. The undamped natural angular frequency determines the rapidity of system: the higher value gives 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 dened in Substitution Variables. Mass properties The substructure bodies have pre-dened mass, centre of mass and inertia moments. The mass is dened as an Substitution Variable, centre of mass depends on the body dimensions and inertia moments depend on the mass and body dimensions. The inertia tensor is dened relative to the marker $M_name of the body_masscentre This marker keeps the position of centre of mass and it is oriented as inertial system.
AUTO:4.1 -68
The dummy bodies have a small mass and inertia moments to not aect the driveline behaviour. See also AUTO:4.2.
AUTO:4.1 -69
Brake Assembly
SIMPACK Automotive+ Database contains Four wheel brake assembly at present. It consists of four brake discs (front and rear) and four brake blocks. The Figure AUTO:4.1.40 shows the SIMPACK representation of four wheel brake 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 Figure AUTO:4.1.41.
brake_disc front_ri
brake front right
wheel_position hlp_dummy front_ri

0 DOF
wheel_position hlp_dummy rear_ri

0 DOF
brake_disc rear_ri
brake rear right
0 DOF
0 DOF
Isys
0 DOF
0 DOF
0 DOF
0 DOF
brake_disc front_le
brake front left
wheel_position hlp_dummy front_le
wheel_position hlp_dummy rear_le
brake_disc rear_le
brake rear left
Figure AUTO:4.1.41: Kinematic tree/loop chart of four wheel brake assembly The brake assembly bodies are connected to inertial system with zero degrees of freedom. The brake discs must be connected to appropriate wheels after loading the substructure into a main model so that they rotate together with wheels.
AUTO:4.1 -70
The wheel posit hlp dummy bodies (brake blocks) must be connected to the wheel posit hlp bodies or to a wheel plates in case of Automotive+ suspension substructure or user dened suspension model respectively. Control loop There is dened control loop in the brake assembly model that enables to dene a total brake moment of vehicle and to divide the brake moment to four wheels.
Input function
fct_distribution(m_brake) 0,65
Unit brake moment

Force typ 163: Sensor for Time Excitations u(t) m_brake = u(t)
m_brake 1 0,5 0 t
0,5 0 0,5 1 m_brake
m_brake
Total brake moment Mmax ($_BA_M_MAX) m_br_front
Brake moment: Front left

Force typ 143: Connection Element and Function Generator M_fr_le = Mmax.m_brake.m_br_front.$_BA_M_FR_L
Brake moment share front

Force typ 143: Connection Element and Function Generator
m_br_front m_br_front = fct_distribution(m_brake)
Brake moment: Front right

Mmax M_fr_ri = Mmax.m_brake.m_br_front.(1-$_BA_M_FR_L)
m_br_front
Brake moment: Rear left

Mmax Force typ 143: Connection Element and Function Generator M_re_le = Mmax.m_brake.m_br_rear.$_BA_M_RE_L
Brake moment share rear

m_br_rear
m_br_rear m_br_rear = 1 - m_br_front
Brake moment: Rear right

Mmax M_re_ri = Mmax.m_brake.m_br_rear.(1-$_BA_M_RE_L)
Figure AUTO:4.1.42: Control loop of four wheel brake assembly The total brake moment of vehicle is specied by maximal brake moment value (is dened in Substitution Variables) and unit brake moment (is dened as time excitation). Hint: The unit brake moment must not be less then zero and greater then one.
AUTO:4.1 -71
The total brake moment is divided to front and read axle by moment distribution front rear input function and front axle brake moment and 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 dened in Substitution Variables. Example: Set $ 4BA M FR L = 0.54 to divide the brake moment of front axle between left/right side: brake moment of front left wheel = 54 % of front brake moment brake moment of front right wheel = 46 % of front brake moment. The controlled brake moment of any wheel is applied by force element type 100: Friction with normal force given by other elements: B i (see IIIFE:100) and it is shown as scaled 3d arrow. See also topology Figure AUTO:4.1.41 and control loop Figure AUTO:4.1.42. Example: The default arrow length is 1 m and default diameter is 0,1 m. Set the dimensions of 3d arrow to length 1.4 m and diameter 0,22 m using arrow scales $ 4BA ARW L = 1.4 and $ 4BA ARW D = 2.2. Mass properties The brake discs have pre-dened mass, centre of mass and inertia moments. The mass and centre of mass are dened in Substitution Variables, the inertia moments depend on the disc mass and disc diameter. The inertia tensor is dened relative to the marker $M_name of the body_masscentre This marker keeps the position of centre of mass and is oriented as body reference system. The wheel posit hlp dummy bodies have a small mass and inertia moments to not aect the brake assembly behaviour. See also AUTO:4.2.
AUTO:4.1 -72
Wheels Assembly
SIMPACK Automotive+ Database contains two wheels assemblies at present. They are Four wheels assembly - tyre forces 3d and Four wheels assembly - tyre forces Four wheels assembly - tyre forces 3d The Figure AUTO:4.1.43 shows SIMPACK representation of four wheels assembly - tyre forces 3d substructure.
Figure AUTO:4.1.43: Four wheels assembly - tyre forces 3d substructure model The SIMPACK four wheels assembly - tyre forces 3d 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 $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 in Figure AUTO:4.1.44. In the following description indicates _substructure name a name of loaded substructure in a main model (substructure is named by user during a substructure loading process). After the substructure loading into a main model the dummy to joint 19 body must be connected with a vehicle body by joint
AUTO:4.1 -73
L:
wheel front_ri
tyre front ri
3d_force front_ri
wheel rear_ri
tyre rear ri
3d_force rear_ri
rot z
L:
0 DOF
rot z
0 DOF
0 DOF
Isys
dummy_to joint_19
0 DOF
tyre front le
rot z
0 DOF
tyre rear le
rot z
wheel front_le
3d_force rear_le
wheel rear_le
L:
3d_force front_le
L:
Figure AUTO:4.1.44: Kinematic tree/loop chart of four wheels assembly - tyre forces 3d $J_S_substructure name__J______dummy_to_joint_19 with 0 degree of freedom. This joint should connect From Marker i


$S_substructure name:$M______dummy_to_joint_19 Hint: The vehicle body joint must be joint type 19: General Vehicle Joint. There are dened tyres as force element type 49: General SIMPACK Tyre (see IIIFE:49) between inertial system (Isys) and wheel bodies. The Pacejca Similary methode is predened as the tyre approximation methode but it can be selected any other methode. The joint dummy to joint 19 is predened as track-joint holding state or $J arc-length s(t) (force.par(10)). Since the tyre force elements type 49 are dened between inertial system and wheel bodies is it necessary to connect the wheel bodies with appropriate rotated bodies in a main model (see Figure AUTO:4.1.45). Example: Load suspension substructure (susp fr le) 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 of vehicle reference system. These bodies should be connected to the wheel centre on the wheel plate.
AUTO:4.1 -74
Suspension system Rotation y
Four wheels assembly
Connection with 0DOF
Figure AUTO:4.1.45: Connection of wheel front le to the suspension in a main model Example: Load suspension substructure (susp fr le) and four wheels substructure (wheels) to a main model. Modify the joint $J S wheels J 3d force front le and replace the From Marker i with marker $S wheels:$M Isys help front le $S susp fr le:$M wheel posit hlp wheel. The length and diameter of the arrows can be modied by means of input parameters. Example: The default arrow length is 1 m and default diameter is 0,1 m. Set the dimensions of 3d arrows to length 1.4 m 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. Set the nominal force in z axis to 3000 N using Substitution Variable $_4W_3D_SCALE = 3000 The nominal forces in x and y axes can be set as well. Mass properties All bodies have pre-dened a small mass and inertia moments to not aect the wheels assembly behaviour. See also AUTO:4.2. Four wheels assembly - tyre forces The four wheels assembly - tyre forces is simplication of four wheels assembly - tyre forces 3d. There is reduced number of bodies and number of 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
AUTO:4.1 -75
$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 in Figure AUTO:4.1.46.
wheel front_ri
tyre front ri
wheel rear_ri
tyre rear ri
0 DOF
0 DOF
0 DOF
Isys
dummy_to joint_19
0 DOF
tyre front le
0 DOF
tyre rear le
wheel front_le
wheel rear_le
Figure AUTO:4.1.46: Kinematic tree/loop chart of four wheels assembly The connection of substructure bodies in a main model is described in AUTO:4.1. Hint: The vehicle body joint must be joint type 19: General Vehicle Joint. Mass properties All bodies have pre-dened a small mass and inertia moments to not aect the wheels assembly behaviour.
AUTO:4.1 -76
Air Resistance
The air resistance substructure applies air resistance forces and moments on the vehicle chassis and provides graphical representation of the forces as well - see Figure AUTO:4.1.47.
Figure AUTO:4.1.47: Application of substructure of air resistance in a vehicle model dummy and one force element The substructure consists of one body $B $F air resistance. The force element is of type 60: Air resistance of vehicle (see IIIFE:60) and it acts between reference system Isys and body dummy. They are animated following forces: longitudinal force FARx , lateral force front FARyf ront , lateral force rear FARyrear , vertical force front FARzf ront , vertical force rear FARzrear . The joint of body dummy must be connected to the marker on vehicle chassis that represents reference point after loading substructure in a main model. The reference point is a reference point where the air resistance coecients are measured. The complex air resistance without wind (force.par(1) of $F air resistance) is predened for substructure. This mode can be 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
There is dened a set of independent and dependent Substitution Variables for every type of parameterized substructure. To dene a concrete substructure the independent Substitution Variables must be fulled with user specic data. The Substitution Variables are dened in a separated les (for independent and dependent parameters). The les are located in: ~/database/mbs_db_ip There are dened independent parameters les (ip les) and dependent parameters les (dp les). The dp les can be modied only in case of a specic mass properties of parameterized system (see AUTO:4.2). The modied Substitution Variables data le will be included to the particular substructure model by means of Elements icon (see Figure AUTO:4.2.48) Substitution Variable Sets
Figure AUTO:4.2.48: The including of modicated Substitution Variables data le to SIMPACK user environment Hint: After the change of Substitution Variables data le and reloading of the MBS, the substructure joints states will respect the old substructure position. Consequently the action Assemble System must be done. If the iteration is not making a good progress within system assembling then all the joint positions should be set-up to zero value and
AUTO:4.2 -78
Assemble System should be realized again.
Mass properties denition The substructure bodies have pre-dened mass properties. The mass is applied in independent parameters, the centre of mass and inertia moments are dependent parameters but they can be also specied by user. The centre of mass and inertia moments data is dened both in ip and dp les. In ip le is data deactive while in dp le is it active. If the user specify the concrete values (centre of mass co-ordinates, inertia moments) it must be set and activate in ip le and deactivate in dp le. Example: There are dened folowing mass parameters of arm4
$_5_A4_MASS = 0.3 ! $_5_A4_CEN_X = 0.0 ! $_5_A4_CEN_Y = 0.0 ! $_5_A4_CEN_Z = 0.0 ! $_5_A4_I_X = 0.3 ! $_5_A4_I_Y = 0.3 ! $_5_A4_I_Z = 0.3 ! arm4: mass ! arm4: centre_of_mass_x ! arm4: centre_of_mass_y ! arm4: centre_of_mass_z ! arm4: inertia_moment_x ! arm4: inertia_moment_y ! arm4: inertia_moment_z
and
$_5_A4_CEN_X $_5_A4_CEN_Y $_5_A4_CEN_Z $_5_A4_I_X $_5_A4_I_Y $_5_A4_I_Z = = = = = = formula{($_5_A4_X+$_5_C4_X)/2} formula{($_5_A4_Y+$_5_C4_Y)/2} formula{($_5_A4_Z+$_5_C4_Z)/2} formula{$_5_A4_MASS*$_5_A4_I_HXZ} formula{$_5_A4_MASS*(...)/8} formula{$_5_A4_MASS*$_5_A4_I_HXZ}
in independent parameters and dependent parameters le respectively. To set the concrete centre of mass y co-ordinate and inertial moments the appropriate values must be activate in independent parameters le
$_5_A4_MASS = 0.3 ! $_5_A4_CEN_X = 0.0 $_5_A4_CEN_Y = 0.64 ! $_5_A4_CEN_Z = 0.0 $_5_A4_I_X = 0.28 $_5_A4_I_Y = 0.012 $_5_A4_I_Z = 0.28 ! arm4: mass ! arm4: centre_of_mass_x ! arm4: centre_of_mass_y ! arm4: centre_of_mass_z ! arm4: inertia_moment_x ! arm4: inertia_moment_y ! arm4: inertia_moment_z
and deactivate in dependent parameters le

$_5_A4_CEN_X = formula{($_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 or AUTO:4.1 for steering assembly).
AUTO:4.2 -79
Suspension Systems
SIMPACK Automotive+ Database oers dierent types of wheel suspension substructures. Hint: The physical units of Substitution Variables and physical units of a main model must be identical!
Five link independent wheel suspension The data le of Substitution Variables has following structure (the list of parameters is completed by their meaning - see Figure AUTO:4.2.49, for damper parameters description see Figure AUTO:4.1.2). For detailed description of ve link substructure see AUTO:4.1.
CH_FE_S C2 Z C5 A2 CH_FE_D
C1
zw
A5 A1 X Y C4 SU_FE_S SU_FE_D A4 v
zwheel yw ywheel
x wheel C3 xw A3 v = TOE_ANG
= CAMBER
Figure AUTO:4.2.49: Kinematic chart of ve link independent wheel suspension Geometric values:
$_5_C1_X $_5_C1_Y $_5_C1_Z $_5_C2_X $_5_C2_Y $_5_C2_Z $_5_C3_X $_5_C3_Y $_5_C3_Z $_5_C4_X $_5_C4_Y $_5_C4_Z = coordinates of point C1 = in vehicle body = coordinate system = coordinates of point C2 = in vehicle body = coordinate system = coordinates of point C3 = in vehicle body = coordinate system = coordinates of point C4 = in vehicle body = coordinate system
AUTO:4.2 -80
$_5_C5_X $_5_C5_Y $_5_C5_Z $_5_A1_X $_5_A1_Y $_5_A1_Z $_5_A2_X $_5_A2_Y $_5_A2_Z $_5_A3_X $_5_A3_Y $_5_A3_Z $_5_A4_X $_5_A4_Y $_5_A4_Z $_5_A5_X $_5_A5_Y $_5_A5_Z $_5_C1_RX $_5_C1_RY $_5_C1_RZ $_5_C2_RX $_5_C2_RY $_5_C2_RZ $_5_C3_RX $_5_C3_RY $_5_C3_RZ $_5_C4_RX $_5_C4_RY $_5_C4_RZ $_5_C5_RX $_5_C5_RY $_5_C5_RZ $_5_W_X $_5_W_Y $_5_W_Z $_5_CAMBER $_5_TOE_ANG $_5_TYRE_D $_5_TYRE_WI
= coordinates of point C5 = in vehicle body = coordinate system = coordinates of point A1 = in vehicle body = coordinate system = coordinates of point A2 = in vehicle body = coordinate system = coordinates of point A3 = in vehicle body = coordinate system = coordinates of point A4 = in vehicle body = coordinate system = coordinates of point A5 = in vehicle body = coordinate system = orientation of point C1 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C2 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C3 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C4 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C5 (via point R) = for elastokinematic; given in = vehicle body coordinate system = coordinates of wheel centre = in vehicle body = coordinate system = camber angle of wheel [deg] = toe angle [deg] = wheel dimensions: tyre diameter = wheel dimensions: tyre width
AUTO:4.2 -81
$_5_TYRE_RIM $_5_SU_FE_SX $_5_SU_FE_SY $_5_SU_FE_SZ $_5_CH_FE_SX $_5_CH_FE_SY $_5_CH_FE_SZ $_5_SU_FE_DX $_5_SU_FE_DY $_5_SU_FE_DZ $_5_CH_FE_DX $_5_CH_FE_DY $_5_CH_FE_DZ $_5_OSPR_L $_5_OSPR_3DL $_5_ARM_D $_5_DA_UP_D $_5_DA_LO_D
= wheel dimensions: rim diameter = coordinates of spring coupling marker = on suspension - wheel plate, arms, damper lower; = given in vehicle body coordinate system = coordinates of spring coupling marker = on dummy body or damper upper; = given in vehicle body coordinate system = coordinates of damper unit coupling = marker on suspension - wheel plate, arms; = given in vehicle body coordinate system = coordinates of damper unit coupling = marker on dummy body; = given in vehicle body coordinate system = overload spring: coupling markers distance = overload spring: length for 3D representation = diameter of arm rod = diameter of upper damper = diameter of lower damper
Mass values:
$_5_A1_MASS ! $_5_A1_CEN_X ! $_5_A1_CEN_Y ! $_5_A1_CEN_Z ! $_5_A1_I_X ! $_5_A1_I_Y ! $_5_A1_I_Z $_5_A2_MASS ! $_5_A2_CEN_X ! $_5_A2_CEN_Y ! $_5_A2_CEN_Z ! $_5_A2_I_X ! $_5_A2_I_Y ! $_5_A2_I_Z $_5_A3_MASS ! $_5_A3_CEN_X ! $_5_A3_CEN_Y ! $_5_A3_CEN_Z ! $_5_A3_I_X ! $_5_A3_I_Y ! $_5_A3_I_Z = = = = = = = = = = = = = = = = = = = = = mass of arm 1 [kg] mass centre of arm 1 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 1 [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of arm 2 [kg] mass centre of arm 2 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 2 [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of arm 3 [kg] mass centre of arm 3 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 3 [kg.m^2] given in marker masscentre system DEACTIVE !!!
$_5_A4_MASS = mass of arm 4 [kg] ! $_5_A4_CEN_X = mass centre of arm 4
AUTO:4.2 -82
! ! ! ! !
$_5_A4_CEN_Y $_5_A4_CEN_Z $_5_A4_I_X $_5_A4_I_Y $_5_A4_I_Z
= = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = =
given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 4 [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of arm 5 [kg] mass centre of arm 5 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 5 [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of wheel plate [kg] mass centre of wheel plate given in vehicle body coordinate system DEACTIVE !!! main inertia moments of wheel plate [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of wheel [kg] mass centre of wheel given in vehicle body coordinate system main inertia moments of wheel [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper lower [kg] mass centre of damper lower given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper lower [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper upper [kg] mass centre of damper upper given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper upper [kg.m^2] given in marker masscentre system DEACTIVE !!!
$_5_A5_MASS ! $_5_A5_CEN_X ! $_5_A5_CEN_Y ! $_5_A5_CEN_Z ! $_5_A5_I_X ! $_5_A5_I_Y ! $_5_A5_I_Z $_5_WP_MASS ! $_5_WP_CEN_X ! $_5_WP_CEN_Y ! $_5_WP_CEN_Z ! $_5_WP_I_X ! $_5_WP_I_Y ! $_5_WP_I_Z $_5_W_MASS $_5_W_CEN_X $_5_W_CEN_Y $_5_W_CEN_Z ! $_5_W_I_X ! $_5_W_I_Y ! $_5_W_I_Z $_5_DAL_MASS ! $_5_DAL_CEN_X ! $_5_DAL_CEN_Y ! $_5_DAL_CEN_Z ! $_5_DAL_I_X ! $_5_DAL_I_Y ! $_5_DAL_I_Z $_5_DAU_MASS ! $_5_DAU_CEN_X ! $_5_DAU_CEN_Y ! $_5_DAU_CEN_Z ! $_5_DAU_I_X ! $_5_DAU_I_Y ! $_5_DAU_I_Z
Mc Pherson independent wheel suspension The data le of Substitution Variables has following structure (the list of parameters is completed by their meaning - see Figure AUTO:4.2.50, for damper parameters description see Figure AUTO:4.1.2). For detailed description of Mc Pherson substructure see AUTO:4.1.
AUTO:4.2 -83
CH_FE_S
CH_FE_D
SU_FE_D Z zw
STR_RA
Y
STR_WP
z wheel
C2
SU_FE_S
x wheel
yw ywheel W
A1 C1
v = TOE_ANG
xw
= CAMBER
Figure AUTO:4.2.50: Kinematic chart of Mc Pherson independent wheel suspension Geometric values:
$_PH_C1_X $_PH_C1_Y $_PH_C1_Z $_PH_C2_X $_PH_C2_Y $_PH_C2_Z $_PH_A1_X $_PH_A1_Y $_PH_A1_Z $_PH_STR_RA_X $_PH_STR_RA_Y $_PH_STR_RA_Z $_PH_STR_WP_X $_PH_STR_WP_Y $_PH_STR_WP_Z $_PH_C1_RX $_PH_C1_RY $_PH_C1_RZ $_PH_C2_RX $_PH_C2_RY $_PH_C2_RZ = coordinates of point C1 = (on rotational axle) in vehicle = body coordinate system = coordinates of point C2 = (on rotational axle) in vehicle = body coordinate system = coordinates of point A1 = in vehicle body = coordinate system = coordinates of point STR_RA = (on steering rod) in vehicle = body coordinate system = coordinates of point STR_WP = (on steering rod) in vehicle = body coordinate system = orientation of point C1 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C2 (via point R) = for elastokinematic; given in = 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
AUTO:4.2 -84
$_PH_W_Y $_PH_W_Z $_PH_CAMBER $_PH_TOE_ANG $_PH_TYRE_D $_PH_TYRE_WI $_PH_TYRE_RIM $_PH_SU_FE_SX $_PH_SU_FE_SY $_PH_SU_FE_SZ $_PH_CH_FE_SX $_PH_CH_FE_SY $_PH_CH_FE_SZ $_PH_SU_FE_DX $_PH_SU_FE_DY $_PH_SU_FE_DZ $_PH_CH_FE_DX $_PH_CH_FE_DY $_PH_CH_FE_DZ $_PH_OSPR_L $_PH_OSPR_3DL $_PH_ARM_D $_PH_DA_UP_D $_PH_DA_LO_D
= in vehicle body = coordinate system = camber angle of wheel [deg] = toe angle [deg] = wheel dimensions: tyre_diameter = wheel dimensions: tyre_width = wheel dimensions: rim_diameter = coordinates of spring coupling marker = on suspension - wheel plate, arm, damper lower; = given in vehicle body coordinate system = coordinates of spring coupling marker = on dummy body or damper upper; = given in vehicle body coordinate system = coordinates of damper unit coupling marker = on suspension - wheel plate; = given in vehicle body coordinate system = coordinates of damper unit coupling = marker on dummy body given in vehicle = body coordinate system = overload spring: coupling markers distance = overload spring: length for 3D representation = diameter of arm rod = diameter of upper damper = diameter of lower damper
Mass values:
$_PH_ARM_MASS ! $_PH_ARM_CEN_X ! $_PH_ARM_CEN_Y ! $_PH_ARM_CEN_Z ! $_PH_ARM_I_X ! $_PH_ARM_I_Y ! $_PH_ARM_I_Z $_PH_STR_MASS ! $_PH_STR_CEN_X ! $_PH_STR_CEN_Y ! $_PH_STR_CEN_Z ! $_PH_STR_I_X ! $_PH_STR_I_Y ! $_PH_STR_I_Z $_PH_WP_MASS ! $_PH_WP_CEN_X = = = = = = = = = = = = = = mass of arm [kg] mass centre of arm given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of steering rod [kg] mass centre of steering rod given in vehicle body coordinate system DEACTIVE !!! main inertia moments of steering rod [kg.m^2] given in marker masscentre system DEACTIVE !!!
= mass of wheel plate [kg] = mass centre of wheel plate
AUTO:4.2 -85
! ! ! ! !
$_PH_WP_CEN_Y $_PH_WP_CEN_Z $_PH_WP_I_X $_PH_WP_I_Y $_PH_WP_I_Z
= = = = = = = = = = = = = = = = = = = = = = = = = =
given in vehicle body coordinate system DEACTIVE !!! main inertia moments of wheel plate [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of wheel [kg] mass centre of wheel given in vehicle body coordinate system main inertia moments of wheel [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper lower [kg] mass centre of damper lower given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper lower [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper upper [kg] mass centre of damper upper given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper upper [kg.m^2] given in marker masscentre system DEACTIVE !!!
$_PH_W_MASS $_PH_W_CEN_X $_PH_W_CEN_Y $_PH_W_CEN_Z ! $_PH_W_I_X ! $_PH_W_I_Y ! $_PH_W_I_Z $_PH_DAL_MASS ! $_PH_DAL_CEN_X ! $_PH_DAL_CEN_Y ! $_PH_DAL_CEN_Z ! $_PH_DAL_I_X ! $_PH_DAL_I_Y ! $_PH_DAL_I_Z $_PH_DAU_MASS ! $_PH_DAU_CEN_X ! $_PH_DAU_CEN_Y ! $_PH_DAU_CEN_Z ! $_PH_DAU_I_X ! $_PH_DAU_I_Y ! $_PH_DAU_I_Z
Mc Pherson dissolved independent wheel suspension The data le of Substitution Variables has following structure (the list of parameters is completed by their meaning - see Figure AUTO:4.2.51, for damper parameters description see Figure AUTO:4.1.2). For detailed description of Mc Pherson dissolved substructure see AUTO:4.1. Geometric values:
$_PD_C1_X $_PD_C1_Y $_PD_C1_Z $_PD_C2_X $_PD_C2_Y $_PD_C2_Z $_PD_A1_X $_PD_A1_Y $_PD_A1_Z $_PD_A2_X = coordinates of point C1 = (on rotational axle) in vehicle = body coordinate system = coordinates of point C2 = (on rotational axle) in vehicle = body coordinate system = coordinates of point A1 = in vehicle body = coordinate system = coordinates of point A2
AUTO:4.2 -86
CH_FE_S
CH_FE_D
SU_FE_D Z zw
STR_RA
Y X SU_FE_S
STR_WP
z wheel
x wheel v
yw ywheel W
C2 A2 A1 C1
v = TOE_ANG
xw
= CAMBER
Figure AUTO:4.2.51: Kinematic chart of Mc Pherson dissolved independent wheel suspension

$_PD_A2_Y $_PD_A2_Z $_PD_STR_RA_X $_PD_STR_RA_Y $_PD_STR_RA_Z $_PD_STR_WP_X $_PD_STR_WP_Y $_PD_STR_WP_Z $_PD_C1_RX $_PD_C1_RY $_PD_C1_RZ $_PD_C2_RX $_PD_C2_RY $_PD_C2_RZ = in vehicle body = coordinate system = coordinates of point STR_RA = (on steering rod) in vehicle = body coordinate system = coordinates of point STR_WP = (on steering rod) in vehicle = body coordinate system = orientation of point C1 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C2 (via point R) = for elastokinematic; given in = 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 $_PD_W_Y $_PD_W_Z $_PD_CAMBER $_PD_TOE_ANG $_PD_TYRE_D $_PD_TYRE_WI $_PD_TYRE_RIM = coordinates of wheel centre = in vehicle body = coordinate system = camber angle of wheel [deg] = toe angle [deg] = wheel dimensions: tyre_diameter = wheel dimensions: tyre_width = wheel dimensions: rim_diameter
AUTO:4.2 -87
$_PD_SU_FE_SX $_PD_SU_FE_SY $_PD_SU_FE_SZ $_PD_CH_FE_SX $_PD_CH_FE_SY $_PD_CH_FE_SZ $_PD_SU_FE_DX $_PD_SU_FE_DY $_PD_SU_FE_DZ $_PD_CH_FE_DX $_PD_CH_FE_DY $_PD_CH_FE_DZ $_PD_OSPR_L $_PD_OSPR_3DL $_PD_ARM_D $_PD_DA_UP_D $_PD_DA_LO_D
= coordinates of spring coupling marker = on suspension - wheel plate, arms, damper lower; = given in vehicle body coordinate system = coordinates of spring coupling marker = on dummy body or damper upper; = given in vehicle body coordinate system = coordinates of damper unit coupling marker = on suspension - wheel plate; = given in vehicle body coordinate system = coordinates of damper unit coupling = marker on dummy body given in vehicle = body coordinate system = overload spring: coupling markers distance = overload spring: length for 3D representation = diameter of arm rod = diameter of upper damper = diameter of lower damper
Mass values:
$_PD_A1_MASS ! $_PD_A1_CEN_X ! $_PD_A1_CEN_Y ! $_PD_A1_CEN_Z ! $_PD_A1_I_X ! $_PD_A1_I_Y ! $_PD_A1_I_Z $_PD_A2_MASS ! $_PD_A2_CEN_X ! $_PD_A2_CEN_Y ! $_PD_A2_CEN_Z ! $_PD_A2_I_X ! $_PD_A2_I_Y ! $_PD_A2_I_Z $_PD_STR_MASS ! $_PD_STR_CEN_X ! $_PD_STR_CEN_Y ! $_PD_STR_CEN_Z ! $_PD_STR_I_X ! $_PD_STR_I_Y ! $_PD_STR_I_Z $_PD_WP_MASS ! $_PD_WP_CEN_X ! $_PD_WP_CEN_Y ! $_PD_WP_CEN_Z = = = = = = = = = = = = = = mass of arm 1 [kg] mass centre of arm 1 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 1 [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of arm 2 [kg] mass centre of arm 2 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 2 [kg.m^2] given in marker masscentre system DEACTIVE !!! = = = = = = = = = = = mass of steering rod [kg] mass centre of steering rod given in vehicle body coordinate system DEACTIVE !!! main inertia moments of steering rod [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of wheel plate [kg] mass centre of wheel plate given in vehicle body coordinate system DEACTIVE !!!
AUTO:4.2 -88
! $_PD_WP_I_X ! $_PD_WP_I_Y ! $_PD_WP_I_Z $_PD_W_MASS $_PD_W_CEN_X $_PD_W_CEN_Y $_PD_W_CEN_Z ! $_PD_W_I_X ! $_PD_W_I_Y ! $_PD_W_I_Z $_PD_DAL_MASS ! $_PD_DAL_CEN_X ! $_PD_DAL_CEN_Y ! $_PD_DAL_CEN_Z ! $_PD_DAL_I_X ! $_PD_DAL_I_Y ! $_PD_DAL_I_Z $_PD_DAU_MASS ! $_PD_DAU_CEN_X ! $_PD_DAU_CEN_Y ! $_PD_DAU_CEN_Z ! $_PD_DAU_I_X ! $_PD_DAU_I_Y ! $_PD_DAU_I_Z
= main inertia moments of wheel plate [kg.m^2] = given in marker masscentre system = DEACTIVE !!! = = = = = = = = = = = = = = = = = = = = = mass of wheel [kg] mass centre of wheel given in vehicle body coordinate system main inertia moments of wheel [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper lower [kg] mass centre of damper lower given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper lower [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper upper [kg] mass centre of damper upper given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper upper [kg.m^2] given in marker masscentre system DEACTIVE !!!
Double wishbone independent wheel suspension The data le of Substitution Variables has following structure (the list of parameters is completed by their meaning - see Figure AUTO:4.2.52, for damper parameters description see Figure AUTO:4.1.2). For detailed description of double wishbone substructure see AUTO:4.1.
CH_FE_D CH_FE_S
STR_RA C2 STR_WP A1
SU_FE_S SU_FE_D x wheel v yw ywheel W v = TOE_ANG zw
C1 C4
z wheel
A3 C3
xw
= CAMBER
Figure AUTO:4.2.52: Kinematic chart of double wishbone independent wheel suspension
AUTO:4.2 -89
Geometric values:
$_WI_C1_X $_WI_C1_Y $_WI_C1_Z $_WI_C2_X $_WI_C2_Y $_WI_C2_Z $_WI_C3_X $_WI_C3_Y $_WI_C3_Z $_WI_C4_X $_WI_C4_Y $_WI_C4_Z $_WI_A1_X $_WI_A1_Y $_WI_A1_Z $_WI_A3_X $_WI_A3_Y $_WI_A3_Z $_WI_STR_RA_X $_WI_STR_RA_Y $_WI_STR_RA_Z $_WI_STR_WP_X $_WI_STR_WP_Y $_WI_STR_WP_Z $_WI_C1_RX $_WI_C1_RY $_WI_C1_RZ $_WI_C2_RX $_WI_C2_RY $_WI_C2_RZ $_WI_C3_RX $_WI_C3_RY $_WI_C3_RZ $_WI_C4_RX $_WI_C4_RY $_WI_C4_RZ = coordinates of point C1 = (on rotational axle - upper arm) = in vehicle body coordinate system = coordinates of point C2 = (on rotational axle - upper arm) = in vehicle body coordinate system = coordinates of point C3 = (on rotational axle - lower arm) = in vehicle body coordinate system = coordinates of point C4 = (on rotational axle - lower arm) = in vehicle body coordinate system = coordinates of point A1 = in vehicle body = coordinate system = coordinates of point A3 = in vehicle body = coordinate system = coordinates of point STR_RA = (on steering rod) in vehicle = body coordinate system = coordinates of point STR_WP = (on steering rod) in vehicle = body coordinate system = orientation of point C1 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C2 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C3 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C4 (via point R) = for elastokinematic; given in = 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
AUTO:4.2 -90
$_WI_W_X $_WI_W_Y $_WI_W_Z $_WI_CAMBER $_WI_TOE_ANG $_WI_TYRE_D $_WI_TYRE_WI $_WI_TYRE_RIM $_WI_SU_FE_SX $_WI_SU_FE_SY $_WI_SU_FE_SZ $_WI_CH_FE_SX $_WI_CH_FE_SY $_WI_CH_FE_SZ $_WI_SU_FE_DX $_WI_SU_FE_DY $_WI_SU_FE_DZ $_WI_CH_FE_DX $_WI_CH_FE_DY $_WI_CH_FE_DZ $_WI_OSPR_L $_WI_OSPR_3DL $_WI_ARM_D $_WI_DA_UP_D $_WI_DA_LO_D
= coordinates of wheel centre = in vehicle body = coordinate system = camber angle of wheel [deg] = toe angle [deg] = wheel dimensions: tyre_diameter = wheel dimensions: tyre_width = wheel dimensions: rim_diameter = coordinates of spring coupling marker = on suspension - wheel plate, arms, damper lower; = given in vehicle body coordinate system = coordinates of spring coupling marker = on dummy body or damper upper; = given in vehicle body coordinate system = coordinates of damper unit coupling = marker on suspension - wheel plate, arms; = given in vehicle body coordinate system = coordinates of damper unit coupling = marker on dummy body; = given in vehicle body coordinate system = overload spring: coupling markers distance = overload spring: length for 3D representation = diameter of arm rod = diameter of upper damper = diameter of lower damper
Mass values:
$_WI_AUP_MASS ! $_WI_AUP_CEN_X ! $_WI_AUP_CEN_Y ! $_WI_AUP_CEN_Z ! $_WI_AUP_I_X ! $_WI_AUP_I_Y ! $_WI_AUP_I_Z $_WI_ALO_MASS ! $_WI_ALO_CEN_X ! $_WI_ALO_CEN_Y ! $_WI_ALO_CEN_Z ! $_WI_ALO_I_X ! $_WI_ALO_I_Y ! $_WI_ALO_I_Z = = = = = = = = = = = = = = mass of arm upper [kg] mass centre of arm upper given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm upper [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of arm lower [kg] mass centre of arm lower given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm lower [kg.m^2] given in marker masscentre system DEACTIVE !!!
AUTO:4.2 -91
$_WI_STR_MASS ! $_WI_STR_CEN_X ! $_WI_STR_CEN_Y ! $_WI_STR_CEN_Z ! $_WI_STR_I_X ! $_WI_STR_I_Y ! $_WI_STR_I_Z $_WI_WP_MASS ! $_WI_WP_CEN_X ! $_WI_WP_CEN_Y ! $_WI_WP_CEN_Z ! $_WI_WP_I_X ! $_WI_WP_I_Y ! $_WI_WP_I_Z $_WI_W_MASS $_WI_W_CEN_X $_WI_W_CEN_Y $_WI_W_CEN_Z ! $_WI_W_I_X ! $_WI_W_I_Y ! $_WI_W_I_Z $_WI_DAL_MASS ! $_WI_DAL_CEN_X ! $_WI_DAL_CEN_Y ! $_WI_DAL_CEN_Z ! $_WI_DAL_I_X ! $_WI_DAL_I_Y ! $_WI_DAL_I_Z $_WI_DAU_MASS ! $_WI_DAU_CEN_X ! $_WI_DAU_CEN_Y ! $_WI_DAU_CEN_Z ! $_WI_DAU_I_X ! $_WI_DAU_I_Y ! $_WI_DAU_I_Z
= = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = =
mass of steering rod [kg] mass centre of steering rod given in vehicle body coordinate system DEACTIVE !!! main inertia moments of steering rod [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of wheel plate [kg] mass centre of wheel plate given in vehicle body coordinate system DEACTIVE !!! main inertia moments of wheel plate [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of wheel [kg] mass centre of wheel given in vehicle body coordinate system main inertia moments of wheel [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper lower [kg] mass centre of damper lower given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper lower [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper upper [kg] mass centre of damper upper given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper upper [kg.m^2] given in marker masscentre system DEACTIVE !!!
Double wishbone dissolved independent wheel suspension The data le of Substitution Variables has following structure (the list of parameters is completed by their meaning - see Figure AUTO:4.2.53, for damper parameters description see Figure AUTO:4.1.2). For detailed description of double wishbone dissolved substructure see AUTO:4.1. Geometric values:
$_WD_C1_X $_WD_C1_Y $_WD_C1_Z = coordinates of point C1 = in vehicle body = coordinate system
AUTO:4.2 -92
CH_FE_D CH_FE_S
STR_RA C2 A2 C1
Z
STR_WP
zw
SU_FE_S SU_FE_D
A1
x wheel v
z wheel
C4 A3
yw ywheel W
xw
C3
v = TOE_ANG
= CAMBER
Figure AUTO:4.2.53: Kinematic chart of double wishbone dissolved independent wheel suspension
$_WD_C2_X $_WD_C2_Y $_WD_C2_Z $_WD_C3_X $_WD_C3_Y $_WD_C3_Z $_WD_C4_X $_WD_C4_Y $_WD_C4_Z $_WD_A1_X $_WD_A1_Y $_WD_A1_Z $_WD_A2_X $_WD_A2_Y $_WD_A2_Z $_WD_A3_X $_WD_A3_Y $_WD_A3_Z $_WD_STR_RA_X $_WD_STR_RA_Y $_WD_STR_RA_Z $_WD_STR_WP_X $_WD_STR_WP_Y $_WD_STR_WP_Z $_WD_C1_RX $_WD_C1_RY
= coordinates of point C2 = in vehicle body = coordinate system = coordinates of point C3 = (on rotational axle) in vehicle = body coordinate system = coordinates of point C4 = (on rotational axle) in vehicle = body coordinate system = coordinates of point A1 = in vehicle body = coordinate system = coordinates of point A2 = in vehicle body = coordinate system = coordinates of point A3 = in vehicle body = coordinate system = coordinates of point STR_RA = (on steering rod) in vehicle = body coordinate system = coordinates of point STR_WP = (on steering rod) in vehicle = body coordinate system = orientation of point C1 (via point R) = for elastokinematic; given in
AUTO:4.2 -93
$_WD_C1_RZ $_WD_C2_RX $_WD_C2_RY $_WD_C2_RZ $_WD_C3_RX $_WD_C3_RY $_WD_C3_RZ $_WD_C4_RX $_WD_C4_RY $_WD_C4_RZ
= vehicle body coordinate system = orientation of point C2 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C3 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C4 (via point R) = for elastokinematic; given in = 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 $_WD_W_Y $_WD_W_Z $_WD_CAMBER $_WD_TOE_ANG $_WD_TYRE_D $_WD_TYRE_WI $_WD_TYRE_RIM $_WD_SU_FE_SX $_WD_SU_FE_SY $_WD_SU_FE_SZ $_WD_CH_FE_SX $_WD_CH_FE_SY $_WD_CH_FE_SZ $_WD_SU_FE_DX $_WD_SU_FE_DY $_WD_SU_FE_DZ $_WD_CH_FE_DX $_WD_CH_FE_DY $_WD_CH_FE_DZ $_WD_OSPR_L $_WD_OSPR_3DL $_WD_ARM_D $_WD_DA_UP_D $_WD_DA_LO_D = coordinates of wheel centre = in vehicle body = coordinate system = camber angle of wheel [deg] = toe angle [deg] = wheel dimensions: tyre_diameter = wheel dimensions: tyre_width = wheel dimensions: rim_diameter = coordinates of spring coupling marker = on suspension - wheel plate, arms, damper lower; = given in vehicle body coordinate system = coordinates of spring coupling marker = on dummy body or damper upper; = given in vehicle body coordinate system = coordinates of damper unit coupling = marker on suspension - wheel plate, arms; = given in vehicle body coordinate system = coordinates of damper unit coupling = marker on dummy body; = given in vehicle body coordinate system = overload spring: coupling markers distance = overload spring: length for 3D representation = diameter of arm rod = diameter of upper damper = diameter of lower damper
AUTO:4.2 -94
Mass values:
$_WD_A1_MASS ! $_WD_A1_CEN_X ! $_WD_A1_CEN_Y ! $_WD_A1_CEN_Z ! $_WD_A1_I_X ! $_WD_A1_I_Y ! $_WD_A1_I_Z $_WD_A2_MASS ! $_WD_A2_CEN_X ! $_WD_A2_CEN_Y ! $_WD_A2_CEN_Z ! $_WD_A2_I_X ! $_WD_A2_I_Y ! $_WD_A2_I_Z $_WD_TRI_MASS ! $_WD_TRI_CEN_X ! $_WD_TRI_CEN_Y ! $_WD_TRI_CEN_Z ! $_WD_TRI_I_X ! $_WD_TRI_I_Y ! $_WD_TRI_I_Z $_WD_STR_MASS ! $_WD_STR_CEN_X ! $_WD_STR_CEN_Y ! $_WD_STR_CEN_Z ! $_WD_STR_I_X ! $_WD_STR_I_Y ! $_WD_STR_I_Z $_WD_WP_MASS ! $_WD_WP_CEN_X ! $_WD_WP_CEN_Y ! $_WD_WP_CEN_Z ! $_WD_WP_I_X ! $_WD_WP_I_Y ! $_WD_WP_I_Z $_WD_W_MASS $_WD_W_CEN_X $_WD_W_CEN_Y $_WD_W_CEN_Z ! $_WD_W_I_X ! $_WD_W_I_Y ! $_WD_W_I_Z = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = mass of arm 1 [kg] mass centre of arm 1 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 1 [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of arm 2 [kg] mass centre of arm 2 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 2 [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of triangular arm [kg] mass centre of triangular arm given in vehicle body coordinate system DEACTIVE !!! main inertia moments of triangular arm [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of steering rod [kg] mass centre of steering rod given in vehicle body coordinate system DEACTIVE !!! main inertia moments of steering rod [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of wheel plate [kg] mass centre of wheel plate given in vehicle body coordinate system DEACTIVE !!! main inertia moments of wheel plate [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of wheel [kg] mass centre of wheel given in vehicle body coordinate system main inertia moments of wheel [kg.m^2] given in marker masscentre system 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
AUTO:4.2 -95
! ! ! !
$_WD_DAL_CEN_Z $_WD_DAL_I_X $_WD_DAL_I_Y $_WD_DAL_I_Z
= = = = = = = = = = =
DEACTIVE !!! main inertia moments of damper lower [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper upper [kg] mass centre of damper upper given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper upper [kg.m^2] given in marker masscentre system DEACTIVE !!!
$_WD_DAU_MASS ! $_WD_DAU_CEN_X ! $_WD_DAU_CEN_Y ! $_WD_DAU_CEN_Z ! $_WD_DAU_I_X ! $_WD_DAU_I_Y ! $_WD_DAU_I_Z
Spherical independent wheel suspension The data le of Substitution Variables has following structure (the list of parameters is completed by their meaning - see Figure AUTO:4.2.54, for damper parameters description see Figure AUTO:4.1.2). For detailed description of sphere joint substructure see AUTO:4.1.
CH_FE_S Z CH_FE_D
C2
A2
zw
Y X SU_FE_D SU_FE_S x wheel v
z wheel
yw W y wheel
C3
A3
xw v = TOE_ANG
C1
= CAMBER
Figure AUTO:4.2.54: Kinematic chart of spherical independent wheel suspension Geometric values:
$_S_C1_X $_S_C1_Y $_S_C1_Z $_S_C2_X $_S_C2_Y $_S_C2_Z $_S_C3_X $_S_C3_Y $_S_C3_Z $_S_A2_X $_S_A2_Y $_S_A2_Z = coordinates of point C1 = in vehicle body = coordinate system = coordinates of point C2 = in vehicle body = coordinate system = coordinates of point C3 = in vehicle body = coordinate system = coordinates of point A2 = in vehicle body = coordinate system
AUTO:4.2 -96
$_S_A3_X $_S_A3_Y $_S_A3_Z $_S_C1_QX $_S_C1_QY $_S_C1_QZ $_S_C1_RX $_S_C1_RY $_S_C1_RZ $_S_C2_RX $_S_C2_RY $_S_C2_RZ $_S_C3_RX $_S_C3_RY $_S_C3_RZ $_S_W_X $_S_W_Y $_S_W_Z $_S_CAMBER $_S_TOE_ANG $_S_TYRE_D $_S_TYRE_WI $_S_TYRE_RIM $_S_SU_FE_SX $_S_SU_FE_SY $_S_SU_FE_SZ $_S_CH_FE_SX $_S_CH_FE_SY $_S_CH_FE_SZ $_S_SU_FE_DX $_S_SU_FE_DY $_S_SU_FE_DZ $_S_CH_FE_DX $_S_CH_FE_DY $_S_CH_FE_DZ $_S_OSPR_L $_S_OSPR_3DL $_S_ARM_D $_S_DA_UP_D $_S_DA_LO_D
= coordinates of point A3 = in vehicle body = coordinate system = = = = = = orientation of y axis of point C1 (via point Q) for elastokinematic; given in vehicle body coordinate system orientation of z axis of point C1 (via point R) for elastokinematic; given in vehicle body coordinate system
= orientation of point C2 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C3 (via point R) = for elastokinematic; given in = vehicle body coordinate system = coordinates of wheel centre = in vehicle body = coordinate system = camber angle of wheel [deg] = toe angle [deg] = wheel dimensions: tyre_diameter = wheel dimensions: tyre_width = wheel dimensions: rim_diameter = coordinates of spring coupling marker = on suspension - wheel plate, arms, damper lower; = given in vehicle body coordinate system = coordinates of spring coupling marker = on dummy body or damper upper; = given in vehicle body coordinate system = coordinates of damper unit coupling = marker on suspension - wheel plate, arms; = given in vehicle body coordinate system = coordinates of damper unit coupling = marker on dummy body; = given in vehicle body coordinate system = overload spring: coupling markers distance = overload spring: length for 3D representation = diameter of arm rod = diameter of upper damper = diameter of lower damper
AUTO:4.2 -97
Mass values:
$_S_A2_MASS ! $_S_A2_CEN_X ! $_S_A2_CEN_Y ! $_S_A2_CEN_Z ! $_S_A2_I_X ! $_S_A2_I_Y ! $_S_A2_I_Z $_S_A3_MASS ! $_S_A3_CEN_X ! $_S_A3_CEN_Y ! $_S_A3_CEN_Z ! $_S_A3_I_X ! $_S_A3_I_Y ! $_S_A3_I_Z $_S_WP_MASS ! $_S_WP_CEN_X ! $_S_WP_CEN_Y ! $_S_WP_CEN_Z ! $_S_WP_I_X ! $_S_WP_I_Y ! $_S_WP_I_Z $_S_W_MASS $_S_W_CEN_X $_S_W_CEN_Y $_S_W_CEN_Z ! $_S_W_I_X ! $_S_W_I_Y ! $_S_W_I_Z $_S_DAL_MASS ! $_S_DAL_CEN_X ! $_S_DAL_CEN_Y ! $_S_DAL_CEN_Z ! $_S_DAL_I_X ! $_S_DAL_I_Y ! $_S_DAL_I_Z $_S_DAU_MASS ! $_S_DAU_CEN_X ! $_S_DAU_CEN_Y ! $_S_DAU_CEN_Z ! $_S_DAU_I_X ! $_S_DAU_I_Y ! $_S_DAU_I_Z = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = mass of arm 2 [kg] mass centre of arm 2 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 2 [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of arm 3 [kg] mass centre of arm 3 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 3 [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of wheel plate [kg] mass centre of wheel plate given in vehicle body coordinate system DEACTIVE !!! main inertia moments of wheel plate [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of wheel [kg] mass centre of wheel given in vehicle body coordinate system main inertia moments of wheel [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper lower [kg] mass centre of damper lower given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper lower [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper upper [kg] mass centre of damper upper given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper upper [kg.m^2] given in marker masscentre system DEACTIVE !!!
Hint:
The point C1 is direct spherical joint betweeen
AUTO:4.2 -98
the wheel plate and the vehicle body. Independent swing axle suspension The data le of Substitution Variables has following structure (the list of parameters is completed by their meaning - see Figure AUTO:4.2.55, for damper parameters description see Figure AUTO:4.1.2). For detailed description of swing axle substructure see AUTO:4.1.
CH_FE_D Z CH_FE_S v = TOE_ANG Y X
= CAMBER
C2
zw SU_FE_S SU_FE_D yw W ywheel zwheel
C1
x wheel
v xw
Figure AUTO:4.2.55: Kinematic chart of independent swing axle suspension Geometric values:
$_SW_C1_X $_SW_C1_Y $_SW_C1_Z $_SW_C2_X $_SW_C2_Y $_SW_C2_Z $_SW_C1_RX $_SW_C1_RY $_SW_C1_RZ $_SW_C2_RX $_SW_C2_RY $_SW_C2_RZ $_SW_W_X $_SW_W_Y $_SW_W_Z $_SW_CAMBER $_SW_TOE_ANG $_SW_TYRE_D $_SW_TYRE_WI $_SW_TYRE_RIM = coordinates of point C1 (point = of rotational axle) in vehicle = body coordinate system = coordinates of point C2 (point = of rotational axle) in vehicle = body coordinate system = orientation of point C1 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C2 (via point R) = for elastokinematic; given in = vehicle body coordinate system = coordinates of wheel centre = in vehicle body = coordinate system = camber angle of wheel [deg] = toe angle [deg] = wheel dimensions: tyre_diameter = wheel dimensions: tyre_width = wheel dimensions: rim_diameter
AUTO:4.2 -99
$_SW_SU_FE_SX $_SW_SU_FE_SY $_SW_SU_FE_SZ $_SW_CH_FE_SX $_SW_CH_FE_SY $_SW_CH_FE_SZ $_SW_SU_FE_DX $_SW_SU_FE_DY $_SW_SU_FE_DZ $_SW_CH_FE_DX $_SW_CH_FE_DY $_SW_CH_FE_DZ $_SW_OSPR_L $_SW_OSPR_3DL $_SW_ARM_D $_SW_DA_UP_D $_SW_DA_LO_D
= coordinates of spring coupling marker = on suspension - wheel plate or damper lower; = given in vehicle body coordinate system = coordinates of spring coupling marker = on dummy body or damper upper; = given in vehicle body coordinate system = coordinates of damper unit coupling = marker on suspension - wheel plate; = given in vehicle body coordinate system = coordinates of damper unit coupling = marker on dummy body; = given in vehicle body coordinate system = overload spring: coupling markers distance = overload spring: length for 3D representation = diameter of arm rod = diameter of upper damper = diameter of lower damper
Mass values:
$_SW_WP_MASS ! $_SW_WP_CEN_X ! $_SW_WP_CEN_Y ! $_SW_WP_CEN_Z ! $_SW_WP_I_X ! $_SW_WP_I_Y ! $_SW_WP_I_Z $_SW_W_MASS $_SW_W_CEN_X $_SW_W_CEN_Y $_SW_W_CEN_Z ! $_SW_W_I_X ! $_SW_W_I_Y ! $_SW_W_I_Z $_SW_DAL_MASS ! $_SW_DAL_CEN_X ! $_SW_DAL_CEN_Y ! $_SW_DAL_CEN_Z ! $_SW_DAL_I_X ! $_SW_DAL_I_Y ! $_SW_DAL_I_Z $_SW_DAU_MASS ! $_SW_DAU_CEN_X ! $_SW_DAU_CEN_Y ! $_SW_DAU_CEN_Z = = = = = = = = = = = = = = = = = = = = = = = = = mass of wheel plate [kg] mass centre of wheel plate given in vehicle body coordinate system DEACTIVE !!! main inertia moments of wheel plate [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of wheel [kg] mass centre of wheel given in vehicle body coordinate system main inertia moments of wheel [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper lower [kg] mass centre of damper lower given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper lower [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper upper [kg] mass centre of damper upper given in vehicle body coordinate system DEACTIVE !!!
AUTO:4.2 -100
! $_SW_DAU_I_X ! $_SW_DAU_I_Y ! $_SW_DAU_I_Z
= main inertia moments of damper upper [kg.m^2] = given in marker masscentre system = DEACTIVE !!!
Quadralink independent wheel suspension The data le of Substitution Variables has following structure (the list of parameters is completed by their meaning - see Figure AUTO:4.2.56, for damper parameters description see Figure AUTO:4.1.2). For detailed description of quadralink substructure see AUTO:4.1.
CH_FE_D = CH_FE_S
SU_FE_S
C3 A3
z wheel
W
y
C1
C2
SU_FE_D
ywheel
A1 A2
xwheel
Figure AUTO:4.2.56: Kinematic chart of quadralink independent wheel suspension Geometric values:
$_QL_C1_X $_QL_C1_Y $_QL_C1_Z $_QL_C2_X $_QL_C2_Y $_QL_C2_Z $_QL_C3_X $_QL_C3_Y $_QL_C3_Z $_QL_A1_X $_QL_A1_Y $_QL_A1_Z $_QL_A2_X $_QL_A2_Y $_QL_A2_Z $_QL_A3_X $_QL_A3_Y $_QL_A3_Z = coordinates of point C1 = (on rotational axle) in vehicle = body coordinate system = coordinates of point C2 = (on rotational axle) in vehicle = body coordinate system = coordinates of point C3 = (on rotational axle) in vehicle = body coordinate system = coordinates of point A1 = in vehicle body = coordinate system = coordinates of point A2 = in vehicle body = coordinate system = coordinates of point A3 = in vehicle body = coordinate system
AUTO:4.2 -101
$_QL_C1_RX $_QL_C1_RY $_QL_C1_RZ $_QL_C2_RX $_QL_C2_RY $_QL_C2_RZ $_QL_C3_RX $_QL_C3_RY $_QL_C3_RZ $_QL_W_X $_QL_W_Y $_QL_W_Z $_QL_CAMBER $_QL_TOE_ANG $_QL_TYRE_D $_QL_TYRE_WI $_QL_TYRE_RIM $_QL_SU_FE_SX $_QL_SU_FE_SY $_QL_SU_FE_SZ $_QL_CH_FE_SX $_QL_CH_FE_SY $_QL_CH_FE_SZ $_QL_SU_FE_DX $_QL_SU_FE_DY $_QL_SU_FE_DZ $_QL_CH_FE_DX $_QL_CH_FE_DY $_QL_CH_FE_DZ $_QL_OSPR_L $_QL_OSPR_3DL $_QL_ARM_D $_QL_DA_UP_D $_QL_DA_LO_D
= orientation of point C1 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C2 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C3 (via point R) = for elastokinematic; given in = vehicle body coordinate system = coordinates of wheel centre = in vehicle body = coordinate system = camber angle of wheel [deg] = toe angle [deg] = wheel dimensions: tyre_diameter = wheel dimensions: tyre_width = wheel dimensions: rim_diameter = coordinates of spring coupling marker = on suspension - wheel plate, arms, damper lower; = given in vehicle body coordinate system = coordinates of spring coupling marker = on dummy body or damper upper; = given in vehicle body coordinate system = coordinates of damper unit coupling marker = on suspension - wheel plate; = given in vehicle body coordinate system = coordinates of damper unit coupling = marker on dummy body given in vehicle = body coordinate system = overload spring: coupling markers distance = overload spring: length for 3D representation = diameter of arm rod = diameter of upper damper = diameter of lower damper
Mass values:
$_QL_A1_MASS ! $_QL_A1_CEN_X ! $_QL_A1_CEN_Y ! $_QL_A1_CEN_Z = = = = mass of arm 1 [kg] mass centre of arm 1 given in vehicle body coordinate system DEACTIVE !!!
AUTO:4.2 -102
! $_QL_A1_I_X ! $_QL_A1_I_Y ! $_QL_A1_I_Z $_QL_A2_MASS ! $_QL_A2_CEN_X ! $_QL_A2_CEN_Y ! $_QL_A2_CEN_Z ! $_QL_A2_I_X ! $_QL_A2_I_Y ! $_QL_A2_I_Z $_QL_A3_MASS ! $_QL_A3_CEN_X ! $_QL_A3_CEN_Y ! $_QL_A3_CEN_Z ! $_QL_A3_I_X ! $_QL_A3_I_Y ! $_QL_A3_I_Z $_QL_WP_MASS ! $_QL_WP_CEN_X ! $_QL_WP_CEN_Y ! $_QL_WP_CEN_Z ! $_QL_WP_I_X ! $_QL_WP_I_Y ! $_QL_WP_I_Z $_QL_W_MASS $_QL_W_CEN_X $_QL_W_CEN_Y $_QL_W_CEN_Z ! $_QL_W_I_X ! $_QL_W_I_Y ! $_QL_W_I_Z $_QL_DAL_MASS ! $_QL_DAL_CEN_X ! $_QL_DAL_CEN_Y ! $_QL_DAL_CEN_Z ! $_QL_DAL_I_X ! $_QL_DAL_I_Y ! $_QL_DAL_I_Z $_QL_DAU_MASS ! $_QL_DAU_CEN_X ! $_QL_DAU_CEN_Y ! $_QL_DAU_CEN_Z ! $_QL_DAU_I_X ! $_QL_DAU_I_Y ! $_QL_DAU_I_Z
= main inertia moments of arm 1 [kg.m^2] = given in marker masscentre system = DEACTIVE !!! = = = = = = = = = = = = = = mass of arm 2 [kg] mass centre of arm 2 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 2 [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of arm 3 [kg] mass centre of arm 3 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 3 [kg.m^2] given in marker masscentre system DEACTIVE !!! = = = = = = = = = = = = = = = = = = = = = = = = = = = = mass of wheel plate [kg] mass centre of wheel plate given in vehicle body coordinate system DEACTIVE !!! main inertia moments of wheel plate [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of wheel [kg] mass centre of wheel given in vehicle body coordinate system main inertia moments of wheel [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper lower [kg] mass centre of damper lower given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper lower [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper upper [kg] mass centre of damper upper given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper upper [kg.m^2] given in marker masscentre system DEACTIVE !!!
AUTO:4.2 -103
Independent integral axle suspension The data le of Substitution Variables has following structure (the list of parameters is completed by their meaning - see Figure AUTO:4.2.57, for damper parameters description see Figure AUTO:4.1.2). For detailed description of integral axle substructure see AUTO:4.1.
CH_FE_D = CH_FE_S
SU_FE_S SU_FE_D
z
C1
C2 A1 C4 TR_WP
A2
z wheel
W
y
C3
ywheel
A3 TR_TA
xwheel
Figure AUTO:4.2.57: Kinematic chart of independent integral axle suspension Geometric values:
$_IA_C1_X $_IA_C1_Y $_IA_C1_Z $_IA_C2_X $_IA_C2_Y $_IA_C2_Z $_IA_C3_X $_IA_C3_Y $_IA_C3_Z $_IA_C4_X $_IA_C4_Y $_IA_C4_Z $_IA_A1_X $_IA_A1_Y $_IA_A1_Z $_IA_A2_X $_IA_A2_Y $_IA_A2_Z $_IA_A3_X $_IA_A3_Y $_IA_A3_Z = coordinates of point C1 = in vehicle body = coordinate system = coordinates of point C2 = in vehicle body = coordinate system = coordinates of point C3 = in vehicle body = coordinate system = coordinates of point C4 = in vehicle body = coordinate system = coordinates of point A1 = in vehicle body = coordinate system = coordinates of point A2 = in vehicle body = coordinate system = coordinates of point A3 = in vehicle body = coordinate system
AUTO:4.2 -104
$_IA_AT_X $_IA_AT_Y $_IA_AT_Z $_IA_TE_X $_IA_TE_Y $_IA_TE_Z $_IA_C1_RX $_IA_C1_RY $_IA_C1_RZ $_IA_C2_RX $_IA_C2_RY $_IA_C2_RZ $_IA_C3_RX $_IA_C3_RY $_IA_C3_RZ $_IA_C4_RX $_IA_C4_RY $_IA_C4_RZ $_IA_W_X $_IA_W_Y $_IA_W_Z $_IA_CAMBER $_IA_TOE_ANG $_IA_TYRE_D $_IA_TYRE_WI $_IA_TYRE_RIM $_IA_SU_FE_SX $_IA_SU_FE_SY $_IA_SU_FE_SZ $_IA_CH_FE_SX $_IA_CH_FE_SY $_IA_CH_FE_SZ $_IA_SU_FE_DX $_IA_SU_FE_DY $_IA_SU_FE_DZ $_IA_CH_FE_DX $_IA_CH_FE_DY $_IA_CH_FE_DZ $_IA_OSPR_L
= coordinates of point AT = in vehicle body = coordinate system = coordinates of point TE = in vehicle body = coordinate system = orientation of z axis of point C1 = (via point R) for elastokinematic; = given in vehicle body coordinate system = orientation of point C2 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C3 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C4 (via point R) = for elastokinematic; given in = vehicle body coordinate system = coordinates of wheel centre = in vehicle body = coordinate system = camber angle of wheel [deg] = toe angle [deg] = wheel dimensions: tyre_diameter = wheel dimensions: tyre_width = wheel dimensions: rim_diameter = coordinates of spring coupling marker = on suspension - wheel plate, arms, damper lower; = given in vehicle body coordinate system = coordinates of spring coupling marker = on dummy body or damper upper; = given in vehicle body coordinate system = coordinates of damper unit coupling = marker on suspension - wheel plate, arms; = given in vehicle body coordinate system = coordinates of damper unit coupling = marker on dummy body; = given in vehicle body coordinate system = overload spring: coupling markers distance
AUTO:4.2 -105
$_IA_OSPR_3DL $_IA_ARM_D $_IA_DA_UP_D $_IA_DA_LO_D
= overload spring: length for 3D representation = diameter of arm rod = diameter of upper damper = diameter of lower damper
Mass values:
$_IA_A1_MASS ! $_IA_A1_CEN_X ! $_IA_A1_CEN_Y ! $_IA_A1_CEN_Z ! $_IA_A1_I_X ! $_IA_A1_I_Y ! $_IA_A1_I_Z $_IA_A2_MASS ! $_IA_A2_CEN_X ! $_IA_A2_CEN_Y ! $_IA_A2_CEN_Z ! $_IA_A2_I_X ! $_IA_A2_I_Y ! $_IA_A2_I_Z $_IA_TRI_MASS ! $_IA_TRI_CEN_X ! $_IA_TRI_CEN_Y ! $_IA_TRI_CEN_Z ! $_IA_TRI_I_X ! $_IA_TRI_I_Y ! $_IA_TRI_I_Z $_IA_TE_MASS ! $_IA_TE_CEN_X ! $_IA_TE_CEN_Y ! $_IA_TE_CEN_Z ! $_IA_TE_I_X ! $_IA_TE_I_Y ! $_IA_TE_I_Z $_IA_WP_MASS ! $_IA_WP_CEN_X ! $_IA_WP_CEN_Y ! $_IA_WP_CEN_Z ! $_IA_WP_I_X ! $_IA_WP_I_Y ! $_IA_WP_I_Z $_IA_W_MASS $_IA_W_CEN_X $_IA_W_CEN_Y $_IA_W_CEN_Z ! $_IA_W_I_X = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = mass of arm 1 [kg] mass centre of arm 1 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 1 [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of arm 2 [kg] mass centre of arm 2 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 2 [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of triangular arm [kg] mass centre of triangular arm given in vehicle body coordinate system DEACTIVE !!! main inertia moments of triangular arm [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of tie rod [kg] mass centre of tie rod given in vehicle body coordinate system DEACTIVE !!! main inertia moments of tie rod [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of wheel plate [kg] mass centre of wheel plate given in vehicle body coordinate system DEACTIVE !!! main inertia moments of wheel plate [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of wheel [kg] mass centre of wheel given in vehicle body coordinate system main inertia moments of wheel [kg.m^2]
AUTO:4.2 -106
! $_IA_W_I_Y ! $_IA_W_I_Z $_IA_DAL_MASS ! $_IA_DAL_CEN_X ! $_IA_DAL_CEN_Y ! $_IA_DAL_CEN_Z ! $_IA_DAL_I_X ! $_IA_DAL_I_Y ! $_IA_DAL_I_Z $_IA_DAU_MASS ! $_IA_DAU_CEN_X ! $_IA_DAU_CEN_Y ! $_IA_DAU_CEN_Z ! $_IA_DAU_I_X ! $_IA_DAU_I_Y ! $_IA_DAU_I_Z
= given in marker masscentre system = DEACTIVE !!! = = = = = = = = = = = = = = mass of damper lower [kg] mass centre of damper lower given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper lower [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper upper [kg] mass centre of damper upper given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper upper [kg.m^2] given in marker masscentre system DEACTIVE !!!
SLA independent wheel suspension The data le of Substitution Variables has following structure (the list of parameters is completed by their meaning - see Figure AUTO:4.2.58, for damper parameters description see Figure AUTO:4.1.2). For detailed description of SLA substructure see AUTO:4.1.
CH_FE_D = CH_FE_S
SU_FE_S
C2
z
SU_FE_D
A2
z wheel x y
C4 C3 A3 C1 WA A4 W
ywheel xwheel
Figure AUTO:4.2.58: Kinematic chart of SLA independent wheel suspension Geometric values:
$_SL_C1_X $_SL_C1_Y $_SL_C1_Z $_SL_C2_X $_SL_C2_Y $_SL_C2_Z = coordinates of point C1 = in vehicle body = coordinate system = coordinates of point C2 = in vehicle body = coordinate system
AUTO:4.2 -107
$_SL_C3_X $_SL_C3_Y $_SL_C3_Z $_SL_C4_X $_SL_C4_Y $_SL_C4_Z $_SL_WA_X $_SL_WA_Y $_SL_WA_Z $_SL_A2_X $_SL_A2_Y $_SL_A2_Z $_SL_A3_X $_SL_A3_Y $_SL_A3_Z $_SL_A4_X $_SL_A4_Y $_SL_A4_Z $_SL_C1_QX $_SL_C1_QY $_SL_C1_QZ $_SL_C1_RX $_SL_C1_RY $_SL_C1_RZ $_SL_C2_RX $_SL_C2_RY $_SL_C2_RZ $_SL_C3_RX $_SL_C3_RY $_SL_C3_RZ $_SL_C4_RX $_SL_C4_RY $_SL_C4_RZ $_SL_WA_QX $_SL_WA_QY $_SL_WA_QZ $_SL_WA_RX $_SL_WA_RY $_SL_WA_RZ $_SL_W_X $_SL_W_Y $_SL_W_Z
= coordinates of point C3 = in vehicle body = coordinate system = coordinates of point C4 = in vehicle body = coordinate system = coordinates of point WA = in vehicle body = coordinate system = coordinates of point A2 = in vehicle body = coordinate system = coordinates of point A3 = in vehicle body = coordinate system = coordinates of point A4 = in vehicle body = coordinate system = = = = = = orientation of point C1 (via point Q) for elastokinematic; given in vehicle body coordinate system orientation of point C1 (via point R) for elastokinematic; given in vehicle body coordinate system
= orientation of point C2 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C3 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C4 (via point R) = for elastokinematic; given in = vehicle body coordinate system = = = = = = orientation of point WA (via point Q) for elastokinematic; given in vehicle body coordinate system orientation of point WA (via point R) for elastokinematic; given in vehicle body coordinate system
= coordinates of wheel centre = in vehicle body = coordinate system
AUTO:4.2 -108
$_SL_CAMBER $_SL_TOE_ANG $_SL_TYRE_D $_SL_TYRE_WI $_SL_TYRE_RIM $_SL_SU_FE_SX $_SL_SU_FE_SY $_SL_SU_FE_SZ $_SL_CH_FE_SX $_SL_CH_FE_SY $_SL_CH_FE_SZ $_SL_SU_FE_DX $_SL_SU_FE_DY $_SL_SU_FE_DZ $_SL_CH_FE_DX $_SL_CH_FE_DY $_SL_CH_FE_DZ $_SL_OSPR_L $_SL_OSPR_3DL $_SL_ARM_D $_SL_DA_UP_D $_SL_DA_LO_D
= camber angle of wheel [deg] = toe angle [deg] = wheel dimensions: tyre_diameter = wheel dimensions: tyre_width = wheel dimensions: rim_diameter = coordinates of spring coupling marker = on suspension - wheel plate, arms, damper lower; = given in vehicle body coordinate system = coordinates of spring coupling marker = on dummy body or damper upper; = given in vehicle body coordinate system = coordinates of damper unit coupling = marker on suspension - wheel plate, arms; = given in vehicle body coordinate system = coordinates of damper unit coupling = marker on dummy body; = given in vehicle body coordinate system = overload spring: coupling markers distance = overload spring: length for 3D representation = diameter of arm rod = diameter of upper damper = 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 $_SL_FEL_D_Z = torsion spring stiffness - z axis [Nm/rad] = torsion damping - z axis [Nms/rad]
Hint:
Angular ag of spatial torsion-spring damper is set to small angles - max. 10 deg (see force.par(10) of force element IIIFE:13).
$_SL_WA_MASS ! $_SL_WA_CEN_X ! $_SL_WA_CEN_Y ! $_SL_WA_CEN_Z ! $_SL_WA_I_X ! $_SL_WA_I_Y ! $_SL_WA_I_Z $_SL_A2_MASS ! $_SL_A2_CEN_X ! $_SL_A2_CEN_Y ! $_SL_A2_CEN_Z = = = = = = = = = = = mass of torsion arm [kg] mass centre of torsion arm given in vehicle body coordinate system DEACTIVE !!! main inertia moments of torsion arm [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of arm 2 [kg] mass centre of arm 2 given in vehicle body coordinate system DEACTIVE !!!
AUTO:4.2 -109
! $_SL_A2_I_X ! $_SL_A2_I_Y ! $_SL_A2_I_Z $_SL_A3_MASS ! $_SL_A3_CEN_X ! $_SL_A3_CEN_Y ! $_SL_A3_CEN_Z ! $_SL_A3_I_X ! $_SL_A3_I_Y ! $_SL_A3_I_Z $_SL_A4_MASS ! $_SL_A4_CEN_X ! $_SL_A4_CEN_Y ! $_SL_A4_CEN_Z ! $_SL_A4_I_X ! $_SL_A4_I_Y ! $_SL_A4_I_Z $_SL_WP_MASS ! $_SL_WP_CEN_X ! $_SL_WP_CEN_Y ! $_SL_WP_CEN_Z ! $_SL_WP_I_X ! $_SL_WP_I_Y ! $_SL_WP_I_Z $_SL_W_MASS $_SL_W_CEN_X $_SL_W_CEN_Y $_SL_W_CEN_Z ! $_SL_W_I_X ! $_SL_W_I_Y ! $_SL_W_I_Z $_SL_DAL_MASS ! $_SL_DAL_CEN_X ! $_SL_DAL_CEN_Y ! $_SL_DAL_CEN_Z ! $_SL_DAL_I_X ! $_SL_DAL_I_Y ! $_SL_DAL_I_Z $_SL_DAU_MASS ! $_SL_DAU_CEN_X ! $_SL_DAU_CEN_Y ! $_SL_DAU_CEN_Z ! $_SL_DAU_I_X ! $_SL_DAU_I_Y ! $_SL_DAU_I_Z
= main inertia moments of arm 2 [kg.m^2] = given in marker masscentre system = DEACTIVE !!! = = = = = = = = = = = = = = mass of arm 3 [kg] mass centre of arm 3 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 3 [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of arm 4 [kg] mass centre of arm 4 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 4 [kg.m^2] given in marker masscentre system DEACTIVE !!! = = = = = = = = = = = = = = = = = = = = = = = = = = = = mass of wheel plate [kg] mass centre of wheel plate given in vehicle body coordinate system DEACTIVE !!! main inertia moments of wheel plate [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of wheel [kg] mass centre of wheel given in vehicle body coordinate system main inertia moments of wheel [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper lower [kg] mass centre of damper lower given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper lower [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper upper [kg] mass centre of damper upper given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper upper [kg.m^2] given in marker masscentre system DEACTIVE !!!
AUTO:4.2 -110
Four link rigid axle The data le of Substitution Variables has following structure (the list of parameters is completed by their meaning - see Figure AUTO:4.2.59, for damper parameters description see Figure AUTO:4.1.2). For detailed description of rigid axle substructure see AUTO:4.1.
CH_FE2_S AX_FE2_S AX_FE2_D z zwheel 2 AX_FE1_D AX_FE1_S CH_FE1_D CH_FE1_S CH_FE2_D
WH2 v2
x xwheel 2 ywheel 2
A2
za
A1
ya
A4
xa
zwheel 1 y
A3 C1
Z
xwheel 1 x
v1
y wheel 1
C2 C4 C3
v = TOE_ANG
WH1
= CAMBER
Figure AUTO:4.2.59: Kinematic chart of four link rigid axle Geometric values:
$_R_C1_X $_R_C1_Y $_R_C1_Z $_R_C2_X $_R_C2_Y $_R_C2_Z $_R_C3_X $_R_C3_Y $_R_C3_Z $_R_C4_X $_R_C4_Y $_R_C4_Z $_R_A1_X $_R_A1_Y $_R_A1_Z $_R_A2_X $_R_A2_Y $_R_A2_Z $_R_A3_X $_R_A3_Y $_R_A3_Z $_R_A4_X = coordinates of point C1 = in vehicle body = coordinate system = coordinates of point C2 = in vehicle body = coordinate system = coordinates of point C3 = in vehicle body = coordinate system = coordinates of point C4 = in vehicle body = coordinate system = coordinates of point A1 = in vehicle body = coordinate system = coordinates of point A2 = in vehicle body = coordinate system = coordinates of point A3 = in vehicle body = coordinate system = coordinates of point A4
AUTO:4.2 -111
$_R_A4_Y $_R_A4_Z $_R_C1_RX $_R_C1_RY $_R_C1_RZ $_R_C2_RX $_R_C2_RY $_R_C2_RZ $_R_C3_RX $_R_C3_RY $_R_C3_RZ $_R_C4_RX $_R_C4_RY $_R_C4_RZ $_R_W1_X $_R_W1_Y $_R_W1_Z $_R_CAMBER1 $_R_TOE_ANG1 $_R_TYRE_D $_R_TYRE_WI $_R_TYRE_RIM $_R_AX_FE1_SX $_R_AX_FE1_SY $_R_AX_FE1_SZ $_R_CH_FE1_SX $_R_CH_FE1_SY $_R_CH_FE1_SZ $_R_AX_FE1_DX $_R_AX_FE1_DY $_R_AX_FE1_DZ $_R_CH_FE1_DX $_R_CH_FE1_DY $_R_CH_FE1_DZ $_R_OSPR1_L $_R_OSPR1_3DL $_R_ARM_D $_R_AX_D $_R_DA1_UP_D $_R_DA1_LO_D
= in vehicle body = coordinate system = orientation of point C1 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C2 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C3 (via point R) = for elastokinematic; given in = vehicle body coordinate system = orientation of point C4 (via point R) = for elastokinematic; given in = vehicle body coordinate system = coordinates of left wheel centre = in vehicle body = coordinate system = camber angle of wheel [deg] = toe angle [deg] = wheel dimensions: tyre_diameter = wheel dimensions: tyre_width = wheel dimensions: rim_diameter = coordinates of left spring coupling marker = on axle body or left damper lower given = in vehicle body coordinate system = coordinates of left spring marker = on dummy body or left damper upper given = in vehicle body coordinate system = coordinates of left damper marker = on axle body given in vehicle = body coordinate system = coordinates of left damper marker = on dummy body given in vehicle = body coordinate system = left overload spring: coupling markers distance = left overload spring: length for 3D representation = = = = diameter diameter diameter diameter of of of of arm rod axle left upper damper left lower damper
AUTO:4.2 -112
Mass values:
$_R_A1_MASS ! $_R_A1_CEN_X ! $_R_A1_CEN_Y ! $_R_A1_CEN_Z ! $_R_A1_I_X ! $_R_A1_I_Y ! $_R_A1_I_Z $_R_A2_MASS ! $_R_A2_CEN_X ! $_R_A2_CEN_Y ! $_R_A2_CEN_Z ! $_R_A2_I_X ! $_R_A2_I_Y ! $_R_A2_I_Z $_R_A3_MASS ! $_R_A3_CEN_X ! $_R_A3_CEN_Y ! $_R_A3_CEN_Z ! $_R_A3_I_X ! $_R_A3_I_Y ! $_R_A3_I_Z $_R_A4_MASS ! $_R_A4_CEN_X ! $_R_A4_CEN_Y ! $_R_A4_CEN_Z ! $_R_A4_I_X ! $_R_A4_I_Y ! $_R_A4_I_Z $_R_AX_MASS ! $_R_AX_CEN_X ! $_R_AX_CEN_Y ! $_R_AX_CEN_Z ! $_R_AX_I_X ! $_R_AX_I_Y ! $_R_AX_I_Z $_R_W1_MASS $_R_W1_CEN_X $_R_W1_CEN_Y $_R_W1_CEN_Z ! $_R_W1_I_X ! $_R_W1_I_Y ! $_R_W1_I_Z = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = mass of arm 1 [kg] mass centre of arm 1 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 1 [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of arm 2 [kg] mass centre of arm 2 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 2 [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of arm 3 [kg] mass centre of arm 3 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 3 [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of arm 4 [kg] mass centre of arm 4 given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm 4 [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of axle [kg] mass centre of axle given in vehicle body coordinate system DEACTIVE !!! main inertia moments of axle [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of left wheel [kg] mass centre of left wheel given in vehicle body coordinate system main inertia moments of left wheel [kg.m^2] given in marker masscentre system DEACTIVE !!!
$_R_DAL1_MASS = mass of left damper lower [kg] ! $_R_DAL1_CEN_X = mass centre of left damper lower
AUTO:4.2 -113
! ! ! ! !
$_R_DAL1_CEN_Y $_R_DAL1_CEN_Z $_R_DAL1_I_X $_R_DAL1_I_Y $_R_DAL1_I_Z
= = = = = = = = = = = =
given in vehicle body coordinate system DEACTIVE !!! main inertia moments of left damper lower [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of left damper upper [kg] mass centre of left damper upper given in vehicle body coordinate system DEACTIVE !!! main inertia moments of left damper upper [kg.m^2] given in marker masscentre system DEACTIVE !!!
$_R_DAU1_MASS ! $_R_DAU1_CEN_X ! $_R_DAU1_CEN_Y ! $_R_DAU1_CEN_Z ! $_R_DAU1_I_X ! $_R_DAU1_I_Y ! $_R_DAU1_I_Z
The following parameters concern the right side elements. They must be dened only in case that they cannot be mirrored from the left side parameters. Only dierent parameters s be dened. Geometric values:
$_R_AX_FE2_SX $_R_AX_FE2_SY $_R_AX_FE2_SZ $_R_CH_FE2_SX $_R_CH_FE2_SY $_R_CH_FE2_SZ $_R_AX_FE2_DX $_R_AX_FE2_DY $_R_AX_FE2_DZ $_R_CH_FE2_DX $_R_CH_FE2_DY $_R_CH_FE2_DZ $_R_OSPR2_L $_R_OSPR2_3DL $_R_DA2_UP_D $_R_DA2_LO_D = coordinates of right spring marker = on axle body or right damper lower given = in vehicle body coordinate system = coordinates of right spring marker = on dummy body or right damper upper given = in vehicle body coordinate system = coordinates of right damper marker = on axle body given in vehicle = body coordinate system = coordinates of right damper marker = on dummy body given in vehicle = body coordinate system = right overload spring: coupling markers distance = right overload spring: length for 3D representation = diameter of right upper damper = 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 !!!
AUTO:4.2 -114
$_R_DAL2_MASS ! $_R_DAL2_CEN_X ! $_R_DAL2_CEN_Y ! $_R_DAL2_CEN_Z ! $_R_DAL2_I_X ! $_R_DAL2_I_Y ! $_R_DAL2_I_Z $_R_DAU2_MASS ! $_R_DAU2_CEN_X ! $_R_DAU2_CEN_Y ! $_R_DAU2_CEN_Z ! $_R_DAU2_I_X ! $_R_DAU2_I_Y ! $_R_DAU2_I_Z
= = = = = = = = = = = = = =
mass of right damper lower [kg] mass centre of right damper lower given in vehicle body coordinate system DEACTIVE !!! main inertia moments of right damper lower [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of right damper upper [kg] mass centre of right damper upper given in vehicle body coordinate system DEACTIVE !!! main inertia moments of right damper upper [kg.m^2] given in marker masscentre system DEACTIVE !!!
Torsion beam wheel suspension The data le of Substitution Variables has following structure (the list of parameters is completed by their meaning - see Figure AUTO:4.2.60, for damper parameters description see Figure AUTO:4.1.2). For detailed description of torsion beam substructure see AUTO:4.1.
CH_FE_D
CH_FE_S
SU_FE_D
z wheel
SU_FE_S W
z
TB
x wheel y
C1
y wheel
Figure AUTO:4.2.60: Kinematic chart of torsion beam suspension Geometric values:

$_TB_C1_X $_TB_C1_Y $_TB_C1_Z $_TB_TB_X $_TB_TB_Y $_TB_TB_Z $_TB_C1_QX $_TB_C1_QY $_TB_C1_QZ $_TB_C1_RX $_TB_C1_RY $_TB_C1_RZ = coordinates of point C1 = in vehicle body = coordinate system = coordinates of point TB = in vehicle body = coordinate system = = = = = = orientation of point C1 (via point Q) for elastokinematic; given in vehicle body coordinate system orientation of point C1 (via point R) for elastokinematic; given in vehicle body coordinate system
AUTO:4.2 -115
$_TB_W_X $_TB_W_Y $_TB_W_Z $_TB_CAMBER $_TB_TOE_ANG $_TB_TYRE_D $_TB_TYRE_WI $_TB_TYRE_RIM $_TB_SU_FE_SX $_TB_SU_FE_SY $_TB_SU_FE_SZ $_TB_CH_FE_SX $_TB_CH_FE_SY $_TB_CH_FE_SZ $_TB_SU_FE_DX $_TB_SU_FE_DY $_TB_SU_FE_DZ $_TB_CH_FE_DX $_TB_CH_FE_DY $_TB_CH_FE_DZ $_TB_OSPR_L $_TB_OSPR_3DL $_TB_ARM_D $_TB_DA_UP_D $_TB_DA_LO_D
= coordinates of wheel centre = in vehicle body = coordinate system = camber angle of wheel [deg] = toe angle [deg] = wheel dimensions: tyre_diameter = wheel dimensions: tyre_width = wheel dimensions: rim_diameter = coordinates of spring coupling marker = on suspension - left arm, damper lower = given in vehicle body coordinate system = coordinates of spring coupling marker = on dummy body or damper upper = given in vehicle body coordinate system = coordinates of damper unit coupling = marker on suspension - left arm = given in vehicle body coordinate system = coordinates of damper unit coupling = marker on dummy body = given in vehicle body coordinate system = overload spring: coupling markers distance = overload spring: length for 3D representation = diameter of arm rod = diameter of upper damper = 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]
Hint:
$_TB_AL_MASS ! $_TB_AL_CEN_X ! $_TB_AL_CEN_Y ! $_TB_AL_CEN_Z ! $_TB_AL_I_X ! $_TB_AL_I_Y ! $_TB_AL_I_Z $_TB_AR_MASS ! $_TB_AR_CEN_X ! $_TB_AR_CEN_Y = = = = = = = mass of arm left [kg] mass centre of arm left given in vehicle body coordinate system DEACTIVE !!! main inertia moments of arm left [kg.m^2] given in marker masscentre system DEACTIVE !!!
= mass of arm right [kg] = mass centre of arm right = given in vehicle body coordinate system
AUTO:4.2 -116
! ! ! !
$_TB_AR_CEN_Z $_TB_AR_I_X $_TB_AR_I_Y $_TB_AR_I_Z
= = = = = = = = = = = = = = = = = = = = = = = = =
DEACTIVE !!! main inertia moments of arm right [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of wheel [kg] mass centre of wheel given in vehicle body coordinate system main inertia moments of wheel [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper lower [kg] mass centre of damper lower given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper lower [kg.m^2] given in marker masscentre system DEACTIVE !!! mass of damper upper [kg] mass centre of damper upper given in vehicle body coordinate system DEACTIVE !!! main inertia moments of damper upper [kg.m^2] given in marker masscentre system DEACTIVE !!!
$_TB_W_MASS $_TB_W_CEN_X $_TB_W_CEN_Y $_TB_W_CEN_Z ! $_TB_W_I_X ! $_TB_W_I_Y ! $_TB_W_I_Z $_TB_DAL_MASS ! $_TB_DAL_CEN_X ! $_TB_DAL_CEN_Y ! $_TB_DAL_CEN_Z ! $_TB_DAL_I_X ! $_TB_DAL_I_Y ! $_TB_DAL_I_Z $_TB_DAU_MASS ! $_TB_DAU_CEN_X ! $_TB_DAU_CEN_Y ! $_TB_DAU_CEN_Z ! $_TB_DAU_I_X ! $_TB_DAU_I_Y ! $_TB_DAU_I_Z
Anti-roll Bars
The Automotive+ Database contains Front anti-roll bar assembly and Rear anti-roll bar assembly substructures. The Substitution Variables of both anti-roll bar assemblies are identical, consequently the input parameters of front anti-roll bar assembly are listed below. For input parameters of rear anti-roll bar assembly replace F with R . The data les of Substitution Variables have following structure (the list of parameters is completed by their meaning - see Figure AUTO:4.2.61). For detailed description of anti-roll bar assembly substructure see AUTO:4.1.
S2 A2 z
y S1
C1 A1
Figure AUTO:4.2.61: Kinematic chart of front/rear anti-roll bar assembly
AUTO:4.2 -117
Hint:
The physical units of Substitution Variables and physical units of a main model must be kept same!
$_AR_F_C1_X $_AR_F_C1_X $_AR_F_C1_Z $_AR_F_S1_X $_AR_F_S1_Y $_AR_F_S1_Z $_AR_F_A1_X $_AR_F_A1_Y $_AR_F_A1_Z $_AR_F_S2_X $_AR_F_S2_Y $_AR_F_S2_Z $_AR_F_A2_X $_AR_F_A2_Y $_AR_F_A2_Z $_AR_F_D = coordinates of point C1 = in vehicle body = coordinate system = coordinates of point S1 = in vehicle body = coordinate system = coordinates of point A1 = in vehicle body = coordinate system = coordinates of point S2 = in vehicle body = coordinate system = coordinates of point A2 = in vehicle body = coordinate system = diameter of anti-roll_bar
It is necessary to dene the co-ordinates of S2 and A2 points only in case that they are dierent from co-ordinates of S1 and A1 points. Only dierent co-ordinates should be dened.
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]
Hint:
$_AR_F_MASS ! $_AR_F_CEN_X ! $_AR_F_CEN_Z ! $_AR_F_I_X ! $_AR_F_I_Y ! $_AR_F_I_Z = = = = = = anti-roll bar mass mass centre of anti-roll bar given in vehicle body coordinate system main inertia moments of anti-roll bar [kg.m^2] given in marker masscentre system DEACTIVE !!!
Hint:
The mass of anti-roll bar is divided between bodies anti roll bar le and anti roll bar ri.
Steering Assembly
The data le of Substitution Variables has following structure (the list of parameters is completed by their meaning - see Figure AUTO:4.2.62). For detailed description of steering assembly substructure see AUTO:4.1. Hint: The physical units of Substitution Variables and
AUTO:4.2 -118
CM2
CM2
a)
b)
CM_UP
x RA2 (y) CM1
y RA2 (y) RA1
CM_LO
CM1
RA1
Figure AUTO:4.2.62: Kinematic chart of steering assembly a) type 1 and b) type 2 physical units of a main model must be kept same!
$_SA_RA1_X $_SA_RA1_Y $_SA_RA1_Z = coordinates of point RA1 = in vehicle body = coordinate system
$_SA_RA2_Y = coordinates of point RA2 in vehicle body coordinate system It is necessary to dene y co-ordinate of point RA2 only in case that it is dierent from y co-ordinate of point RA1. $_SA_CM1_X $_SA_CM1_Y $_SA_CM1_Z $_SA_CM2_X $_SA_CM2_Y $_SA_CM2_Z $_SA_RA_D $_SA_CM_D $_SA_SW_R = coordinates of point CM1 = in vehicle body = coordinate system = coordinates of point CM2 = in vehicle body = coordinate system = steering rack diameter = steering column diameter = 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 $_SA_CM_UP_Y $_SA_CM_UP_Z = coordinates of upper cardan joint = on steering column in vehicle = 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]
AUTO:4.2 -119
IICONSTR:15.1 provides the description of Gearbox: Torque Force parameters. Control loop parameters $_SA_SC_PRVIEW = steering_sensor (type=168) preview distance [m] $_SA_SC_K $_SA_SC_TI $_SA_SC_TD $_SA_SC_T1 $_SA_SC_T2 Mass parameters $_SA_RA_MASS ! $_SA_RA_CEN_X $_SA_RA_CEN_Y ! $_SA_RA_CEN_Z ! $_SA_RA_I_X ! $_SA_RA_I_Y ! $_SA_RA_I_Z $_SA_CM_MASS ! $_SA_CM_CEN_X ! $_SA_CM_CEN_Y ! $_SA_CM_CEN_Z ! $_SA_CM_I_X ! $_SA_CM_I_Y ! $_SA_CM_I_Z = = = = = steering_control steering_control steering_control steering_control steering_control : : : : : K T_I T_D T1 T2 proportional factor integral part [s] differential part [s] [s] [s]
= = = = = = = = = = = = = =
steering rack mass mass centre of steering rack given in vehicle body coordinate system (only RA_CEN_Y is active) main inertia moments of steering rack [kg.m^2] given in marker masscentre system DEACTIVE !!! steering column mass mass centre of steering column given in vehicle body coordinate system DEACTIVE !!! main inertia moments of steering column [kg.m^2] given in marker masscentre system DEACTIVE !!!
*** Aditional mass $_SA_CMU_MASS = ! $_SA_CMU_CEN_X = ! $_SA_CMU_CEN_Y = ! $_SA_CMU_CEN_Z = ! $_SA_CMU_I_X = ! $_SA_CMU_I_Y = ! $_SA_CMU_I_Z = $_SA_CMM_MASS ! $_SA_CMM_CEN_X ! $_SA_CMM_CEN_Y ! $_SA_CMM_CEN_Z ! $_SA_CMM_I_X ! $_SA_CMM_I_Y ! $_SA_CMM_I_Z $_SA_CML_MASS ! $_SA_CML_CEN_X ! $_SA_CML_CEN_Y ! $_SA_CML_CEN_Z ! $_SA_CML_I_X ! $_SA_CML_I_Y = = = = = = = = = = = = =
parameters for steering_assembly_type_2 *** steering column - shaft upper mass mass centre of steering column - shaft upper given in vehicle body coordinate system DEACTIVE !!! main inertia moments of steering column - shaft upper given in marker masscentre system DEACTIVE !!! steering column - shaft middle mass mass centre of steering column - shaft middle given in vehicle body coordinate system DEACTIVE !!! main inertia moments of steering column - shaft middle given in marker masscentre system DEACTIVE !!! steering column - shaft lower mass mass centre of steering column - shaft lower given in vehicle body coordinate system DEACTIVE !!! main inertia moments of steering column - shaft lower given in marker masscentre system
AUTO:4.2 -120
! $_SA_CML_I_Z
= DEACTIVE !!!
AUTO:4.2 -121
Driveline
The data le of Substitution Variables has following structure (the list of parameters is completed by their meaning - see Figure AUTO:4.2.63). For detailed description of driveline substructure see AUTO:4.1.
x differential_box
y differential_box
Figure AUTO:4.2.63: Kinematic chart of driveline Hint: The physical units of Substitution Variables and physical units of a main model must be kept same!
$_DL_B_X $_DL_B_Y $_DL_B_Z $_DL_POSIT = position of differential box = centre (point B) in vehicle body = coordinate system = differential box position (=+1:rear/=-1:front differential) = input shaft diameter = output shafts diameter
$_DL_INP_D $_DL_OUT_D
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]
Hint:
Control loop parameters $_DL_M_MAX = maximal drive torque [Nm} $_DL_M_MIN = minimal drive torque [Nm} $_DL_TC_M_VEH $_DL_TC_D_ULO $_DL_TC_WO $_DL_TC_D = vehicle total mass [kg] = unloaded tyre diameter [m] = controler parameter: undamped natural frequency [Hz] = controler parameter: natural damping [-]
Hint:
The mass centre of each body relates to the body reference system.
AUTO:4.2 -122
Mass parameters $_DL_B_MASS ! $_DL_B_CEN_X $_DL_B_CEN_Y $_DL_B_CEN_Z ! $_DL_B_I_X ! $_DL_B_I_Y ! $_DL_B_I_Z $_DL_IN_MASS ! $_DL_IN_CEN_X $_DL_IN_CEN_Y $_DL_IN_CEN_Z ! $_DL_IN_I_X ! $_DL_IN_I_Y ! $_DL_IN_I_Z $_DL_OL_MASS $_DL_OL_CEN_X ! $_DL_OL_CEN_Y $_DL_OL_CEN_Z ! $_DL_OL_I_X ! $_DL_OL_I_Y ! $_DL_OL_I_Z $_DL_OR_MASS $_DL_OR_CEN_X ! $_DL_OR_CEN_Y $_DL_OR_CEN_Z ! $_DL_OR_I_X ! $_DL_OR_I_Y ! $_DL_OR_I_Z
= = = = = = = = = = = = = = = = = = = = = = = = = = = =
differential box mass [kg] mass centre of differential box given in DIFFERENTIAL BOX reference system (only B_CEN_X is deactive) main inertia moments of differential box given in marker masscentre system DEACTIVE !!! input shaft mass [kg] mass centre of input shaft given in INPUT SHAFT reference system (only IN_CEN_X is deactive) main inertia moments of input shaft given in marker masscentre system DEACTIVE !!! output shaft left mass [kg] mass centre of output shaft left given in OUTPUT SHAFT LEFT reference system (only OL_CEN_Y is deactive) main inertia moments of output shaft left given in marker masscentre system DEACTIVE !!! output shaft right mass [kg] mass centre of output shaft right given in OUTPUT SHAFT RIGHT reference system (only OR_CEN_Y is deactive) main inertia moments of output shaft right given in marker masscentre system DEACTIVE !!!
AUTO:4.2 -123
Four Wheel Brake Assembly

The data les of Substitution Variables have following structure (the list of parameters is completed by their meaning). For detailed description of four wheel brake assembly substructure see AUTO:4.1. Hint: The physical units of Substitution Variables and physical units of a main model must be kept same!
$_4BA_DF_D $_4BA_DR_D $_4BA_ARW_L $_4BA_ARW_D = front brake disc diameter = rear brake disc diameter = scale factor arw_l0 = 1.0 = scale factor arw_d0 = 0.1 for arrow length: * $_4BA_ARW_L for arrow diameter: * $_4BA_ARW_D
Control loop parameters $_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
Hint:
Mass centre of each body relates to body reference system.

Mass parameters $_4BA_DF_MASS = $_4BA_DF_CEN_X = $_4BA_DF_CEN_Y = $_4BA_DF_CEN_Z = ! $_4BA_DF_I_X = ! $_4BA_DF_I_Y = ! $_4BA_DF_I_Z = $_4BA_DR_MASS $_4BA_DR_CEN_X $_4BA_DR_CEN_Y $_4BA_DR_CEN_Z ! $_4BA_DR_I_X ! $_4BA_DR_I_Y ! $_4BA_DR_I_Z = = = = = = = front brake disc mass mass centre of front brake disc given in LEFT FRONT BRAKE DISC reference system main inertia moments of front brake disc [kg.m^2] given in marker masscentre system DEACTIVE !!! rear brake disc mass mass centre of rear brake disc given in LEFT REAR BRAKE DISC reference system main inertia moments of rear brake disc [kg.m^2] given in marker masscentre system DEACTIVE !!!
AUTO:4.2 -124
Four Wheels Assembly

There is dened just one Substitution Variable data le for both the independent and dependent parameters. just the independent parameters are mentioned bellow. For detailed description of four wheels assembly substructure see AUTO:4.1. Hint: The physical units of Substitution Variables and physical units of a main model must be kept same!
$_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 $_4W_REAR_TYRE_WI $_4W_REAR_RIM_D $_4W_ARW_L $_4W_ARW_D = rear tyre diameter = rear tyre width = rear rim diameter = scale for arrow length: arw_l0 = 1.0 * $_4W_ARW_L = 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
AUTO:4.0 -125
Air Resistance
The data le of Substitution Variables has following structure (the list of parameters is completed by their meaning). For detailed description of air resistance substructure see AUTO:4.1. Hint: Keep the same physical units of Substitution Variables and of a main model!
$_ARF_ADENS $_ARF_AREA = = air density [kg/m^3] 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 scaled by scaling factors. It is applied larrow where
x
larrow 0 $ ARF 3D SCL FX
FARx
larrow x is actual length of 3D-arrow for longitudinal force FARx is longitudinal force of air resistance (see also IIIFE:60)
y
The same is applied for larrow
and larrow
AUTO:4.0 -126
AUTO:5. How To Model in Automotive+

These chapter shows the possible way how to use the Automotive+ Modelling Elements and Automotive+ Database, how to to create a vehicle model and how to dene dierent car manoeuvers. Hint: The following text supposes that the user is experienced in the manipulation with les and substructures (creating, loading, etc.). If not see Getting started - GETS:1, Data handling SIMREF:6 and Substructures - SIMREF:4.15 descriptions.
AUTO:5.1
How to Modify Substructure

This lesson will demonstrate how to set up new Substitution Variables les and new substructure and how to place them into a DataBase menu list. Firstly we describe modication of double wishbone suspension substructure (see Figure AUTO:5.1.1). We will show how to create new parameters les, how to place them into a menu and how to load a new parameters of substructure.
Figure AUTO:5.1.1: Modied double wishbone suspension 1. In your prompt window (x-term, etc.) go to the directory ~/database/mbs_db_ip/
AUTO:5.1 -128
Copy le 004 ip 001 wishbone double.sys to the le 004 ip 003 wishbone modif.sys 004 dp 000 wishbone double.sys to the le 004 dp 003 wishbone modif.sys. 2. The new independent parameters le can by modied by user specied values. These changes aect the nal substructure. Edit le 004 ip 003 wishbone modif.sys and replace the following parameters with values
$_WI_C1_Y $_WI_C2_Y $_WI_C3_X $_WI_C3_Y $_WI_C4_Y $_WI_W_Z = 0.33 = 0.35 = -0.07 = 0.37 = 0.375 = 0.04 ! ! ! ! ! ! chassis->arm_upper_marker1 : y_coordinate chassis->arm_upper_marker2 : y_coordinate chassis->arm_lower_marker1 : x_coordinate chassis->arm_lower_marker1 : y_coordinate chassis->arm_lower_marker2 : y_coordinate wheel_centre : z_coordinate
Save the modied le! 3. Now the new les 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 le must be put on the DB INPUT PARAMETER LIST.dat le that is placed in the same directory as an Substitution Variables les ( /database/mbs db ip/). Edit DB INPUT PARAMETER LIST.dat le. The le contains comment lines of the le (cca 29 lines) and a list of Substitution Variables les. There is dened total number of items at the beginning of the list. Hint: The total number of items must correspond with number of Substitution Variable les mentioned in list. Every line of list contains: number of item comment of item that appears in window MBS-Element Info List name of appropriate ~ /database/mbs db ip/ le in DataBase (directory
Add the new items to the double wishbone

ni 004_dp_003_Wishbone_MODIF___DepPar nj 004_ip_003_Wishbone_MODIF___IndPar 004_dp_003_wishbone_modif 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 modied le!
AUTO:5.1 -129
4. Now start SIMPACK. 5. Perform File and go to the directory Open Model
~/database/mbs_db_substructure/ Copy 004 wishbone double model to new model via

004 wishbone double modificated .
6. Edit the model 004 wishbone double modificated Pre-Process. Model Setup
7. The les containing new Substitution Variables can be now selected from menu. Perform Elements Input Par. Data Bases and see the list of model specied Substitution Variables les. Select 004 ip 001 wishbone double and Modify it. The MBS-Element Info List window with two new items 004 dp 003 Wishbone MODIF 004 ip 003 Wishbone MODIF DepPar IndPar
appears. The new independent parameters are loaded after selecting the 004 ip 003 Wishbone MODIF IndPar Modify the 004 dp 000 wishbone double in the same way and replace it with 004 dp 003 Wishbone MODIF DepPar 8. Perform File to reload 3d graphic and SubstiReload MBS tution Variables les.

9. Save the model. We have shown how to modify substructure via new Substitution Variables les. The substructure can be however modied by means of existing Substitution Variable les. In that case just the values of required parameters must be redened. We have dened new substructure 004 wishbone double modificated with Substitution Variables les 004 ip 003 wishbone modif.sys and 004 dp 003 wishbone modif.sys. Now we will redene parameters concerning wheel plate - position of mass centre and mass. 1. Perform Info Bodies / Kin Frames in window SIM-
PACK :3D Graphic Window and see mass and centre of mass of the wheel plate (see Figure AUTO:5.1.2). The mass is set in 004 ip 003 wishbone modif.sys le, the centre of mass is calculated by means of formulas dened in 004 dp 003 wishbone modif.sys le.
AUTO:5.1 -130
Exit SIMPACK: Help window.
Figure AUTO:5.1.2: The wheel plate mass parameters 2. Edit both the 004 ip 003 wishbone modif.sys 004 dp 003 wishbone modif.sys les. and
3. Set the mass of wheel plate in 004 ip 003 wishbone modif.sys le: $_WI_WP_MASS = 11.5 ! wheel_plate : mass [kg] 4. To set the centre of mass the parameters dened in 004 dp 003 wishbone modif.sys le must be deactiveted and the same values in 004 ip 003 wishbone modif.sys le must be activated. Comment the lines in 004 dp 003 wishbone modif.sys le:
! $_WI_WP_CEN_X = formula{...} ! $_WI_WP_CEN_Y = formula{...} ! $_WI_WP_CEN_Z = formula{...} ! wheel_plate : centre... ! wheel_plate : centre... ! wheel_plate : centre...
Activate the same lines in 004 ip 003 wishbone modif.sys le and set the user specied values:
$_WI_WP_CEN_X = $_WI_WP_CEN_Y = $_WI_WP_CEN_Z = 0.01 0.73 0.03 ! wheel_plate : centre_of_mass_x ! wheel_plate : centre_of_mass_y ! wheel_plate : centre_of_mass_z
Save the modied les! 5. Now the Substitution Variables les are ready so we can perform File to load new parameters. Reload MBS 6. Check the right denition of parameters via Info 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 .

AUTO:5.1 -131
7. Exit the SIMPACK: MBS Define Body window and Exit Model Setup. We have dened new suspension substructure with user specied data. At last we will put this substructure on the substructure menu and we will check the new suspension loading into a main model. 1. The items of substructure menu are saved in le ~/database/mbs_db_substructure/DB_SUBSTRUCTURE_LIST.dat The le contains comment lines, total number of substructures and list of substructures. The list of substructures contains number of item name of appropriate substructure model (it appears in window MBS-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
where ns = number of the last item + 1 Update number of all items and change the total number of items (= ns). Save the modied le! 2. After the adding the new substructure in the menu we can load this substructure into a main model. Create a new dummy model (e.g. and perform New substructure test )

Pre-Process.
Model Setup and New and enter the Substructures

wishb mod .
3. Perform Elements
name of substructure, e.g.
4. Click on 3 Data Base 004 wishbone double modicated ture menu. loading.

and from the
select substruc-
Load substructure to check the substructure
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 of 004 wishbone double modificated suspension using the post-processor model - see AUTO:5.3.
AUTO:5.2 -132
How to Tune Parameterized Suspension
Hint:
The Automotive+ suspensions are dened in a nominal position. To hold this position during vehicle (quasi-)static equilibrium the appropiate parameters of spring must be dened. See AUTO:5.2 for spring parameters calculation.
AUTO:5.2

The Automotive+ parameterized suspensions are dened in a nominal position that should be similar to position of suspension at a vehicle equilibrium. The position of suspension is during vehicle ride ensured by spring element that must have suitable parameters. The spring parameters are linear stiness c unstretched length l0 additional pre-load F0 and spring force law is Fequilibrium = F0 + c l l = l0 lequilibrium where Fequilibrium is spring force by suspension initial position l is spring compression length lequilibrium 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 Parameters calculation. 2. additional pre-load F0 is zero and Nominal Force Parameters calculation is used to set spring unstretched length l0 . In this lession we will describe how to calculate additional spring pre-load F0 when l0 = lequilibrium . Then we will test the spring and damper parameters (linear stiness and linear damping) so that the natural angular frequency of sprung mass lies between 1,0 and 1,1 Hz and the natural damping is less then 0,4. Model description The calculation of spring parameters is demonstrated on the modicated double wishbone suspension (see AUTO:5.1 for denition of this suspension). Sprung mass of vehicle is 1400 kg. The linear spring stiness 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
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 dened dummy tyre force element between inertial system and wheel plate. the whole substructure has two degrees of freedom (sprung mass and unsprung mass movement; the wheel rotation is dissable).
m = 350 kg
c, l0, F0
Figure AUTO:5.2.3: The quarter car model for spring parameters calculation 1. Copy model 004 wishbone double modicated to the model
004 wishbone double force.par set .
2. Open the
004 wishbone double force.par set . Model Setup
model via
Pre-Process.
3. Set the mass of dummy body. Perform Elements modify the body $B
and Bodies
dummy . Set the mass to 350 .
4. Change connection of dummy body. Perform Elements Joints joint $J dummy . 06: Prismatic Joint z . 5. Fix the wheel.

and Change
modify Joint Type

the to
Modify the joint
$J wheel
and change
Joint Type to 00: 0 Degrees of Freedom .
6. Dene dummy tyre as parallel spring and damper. Preform Elements and create New element Force Elements Set
dummy tyre .
To Marker l...
to
$M wheel plate tyre
and
Force Type... to 05: Spring-Damper parallel Cmp .
AUTO:5.2 -134
Set Force Parameters: linear spring constant in the z-direction cz : linear damping constant in the z-direction dz : 7. Save the model by performing File Save
200 000 N/m 50 Ns/m
8. Now we must calculate additional pre-loads of spring and dummy tyre to hold the suspension in initial position. Perform Calculation . The Nominal Force Parameters window SIMPACK: Nominal Forces appears where click on 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] . Dene force

New
force parameter to calculation again. is $F dummy tyre and parameter
The is
element

Nominal Force F nom z [N] . Click on OK to close the window SIMPACK: Nominal Force Parameter List. After force parameter denition 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 to load calculated force parame Reload MBS ters into the substructure model.

10. We must dene joints states for linearization before we start eigenvalues calculation. Globals and perform Select Linearization States...

Copy All Joint States to Linearization State .

After
copying click on OK .
11. Save the model by performing File 12. Calculate eigenvalues. Perform Calculation
Save
. In the window SIMEigenvalues PACK: Eigen Values switch State for Linearisation to Linearisation State 2 .
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 frequency of sprung mass (No. 1/2) is somewhere between 1,0 and 1,1 Hz. If the requirements are not satised then change the appropriate parameter of spring or damper, repeat calculation of additional pre-loads and check eigen values again. 13. Check the stability behaviour of suspension. and dene Inner Loop PaPerform ParVariation Congure rameters. The Number of Variations is
and enter the name damping . 11 . Select New
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 conguration 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 solution descend . Exit Parameter-Variation window.

We have calculated necessary force parameters of suspension. Finaly we must redene 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 freedom.

dummy has zero degrees of
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 modicated. The 004 wishbone double modicated suspension can be then used in a main model.
AUTO:5.3 -136
How to Use Post-processor Models
AUTO:5.3

There are dened two post-processor models to calculate a kinematic characteristics of independent suspension systems of the Automotive+ Database. The PostProcessor up down model checks the kinematic characteristics via sensor type 157: Susp. Kinematics Up/Down (see VICE:157). The characteristics are calculated for the user specied deection and rebound of suspension system. The PostProcessor steering model measures the kinematic characteristics via sensor type 158: Susp. Kinematics Steering (see VICE:158) for the user dened translation of a rack rod.
PostProcessor up down Model

The PostProcessor up down model can be used as a post-processor model for all the Automotive+ Database suspension substructures except rigid axis. The measured characteristics are calculated via type 157: Susp. Kinematics Up/Down (see VICE:157). The movement of suspension substructure is provided by translation of a body elevator in z axis. The translation of elevator is a sinusoidal motion given by trans z = trans z0 + A sin(elevator t + 0 ), where trans z0 , A and 0 are a parameters calculated by user dened deection and rebound of the elevator. The deection and rebound are specied 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 axis together with elevator. Follow the instructions to set-up post-processor model: 1. Dene a concrete suspension substructure (e.g How to make a 004 wishbone double modificated ). new substructure see AUTO:5.1. 2. Add the 004 wishbone double modificated into the substructure DataBase. 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

5. Perform Elements
and New and load a Substructures new suspension substructure.

susp and select
6. Enter a name of substructure, e.g.
004 wishbone double modicated from 3 Data Base .
AUTO:5.3 -137
Now Load substructure (see Figure AUTO:5.3.4).

Figure AUTO:5.3.4: Post-processor model after the substructure loading 7. Save the model!!! 8. Perform File 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.

to reread Substitution Variables. Reload MBS
11. Perform Globals rameters of Sensor

and set-up the paControl Elements...

$F_kinematic_characteristics Just a coupling markers of spring and damper and the position of axle (front/rear) must be dened. If the characteristics of spring ratio and damper ratio are not important the default coupling markers can be used. 12. Perform Elements and set-up deSubstitution Variables
ection and rebound of the elevator (see also Figure AUTO:5.3.5) $_DEFLECTION = 0.11 $_REBOUND = 0.09
AUTO:5.3 -138
$_DEFLECTION $_REBOUND
Figure AUTO:5.3.5: Deection and rebound of the suspension 13. Save the model!!! 14. Perform Calculation Time Integration Perform Time-Int. + Full Measurement 15. After the calculation see the animation by clicking on Animation in the window ModelSetup: Time History 16. After the animation see the suspension characteristics by Post-Process. General Plots The model is calculated for 1 second period. The time of integration can be arbitrary changed but in that case must be dened a new frequency elevator of elevator movement that is in accordance with the time of integration. The frequency is dened in Elements as Substitution Variables $ FREQUENCY. Example: Change time of integration to 3 seconds. The appropriate frequency for one period of elevator movement is $ FREQUENCY = 23 = 2.0944
PostProcessor steering Model

The PostProcessor steering model can be used as a post-processor model for steerable Automotive+ Database suspension substructures, i.e. Mc Pherson, Mc Pherson dissolved, double wishbone and double wishbone dissolved suspensions and also ve link if it is modied to steerable suspension (see AUTO:4.1).
AUTO:5.3 -139
The measured characteristics are calculated via sensor type 158: Susp. Kinematics Steering (see VICE:158). The movement of suspension substructure is provided by translation of a body rack rod in y axis. The translation of rack rod is a sinusoidal motion given by trans y = Arack
rod
sin(rack
rod t),
and its parameters are specied by user dened Substitution Variables. The z axis translation of centre of wheel is during the rack rod movement not allowed. Follow the instructions to set-up post-processor model: 1. Dene a concrete suspension substructure (e.g How to make a 004 wishbone double modificated ). new substructure see AUTO:5.1. 2. Add the 004 wishbone double modificated into the substructure DataBase. 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

5. Perform Elements
and New and load a Substructures new suspension substructure.

susp and select
6. Enter a name of substructure, e.g.

004 wishbone double modicated from 3 Data Base . Now Load substructure (see Figure AUTO:5.3.6).

Figure AUTO:5.3.6: Post-processor model after the substructure loading .
AUTO:5.3 -140
7. Save the model!!! 8. Perform File 9. Modify the joint $J_S_susp__J______rackdummy and replace From Marker i $S susp:$M Isys rackdummy by to substr rackdummy. marker $M rack rod 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.

to reread Substitution Variables. Reload MBS
12. Perform Elements plitude Arack

rod
and set-up amSubstitution Variables
of rack rod translation (see also Figure AUTO:5.3.7) = 0.04
$_AMPLITUDE
$_AMPLITUDE
Figure AUTO:5.3.7: Amplitude of the rack rod movement 13. Save the model!!! 14. Perform Calculation Time Integration Perform Time-Int. + Full Measurement 15. After the calculation see the animation by clicking on Animation in the window ModelSetup: Time History 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 can be arbitrary changed but in that case must be dened a new frequency rack rod of rack rod movement that is in accordance with the time of integration. The frequency is dened in Elements as Substitution Variables $ FREQUENCY. Example: Change time of integration to 5 seconds. The appropriate frequency for one period of elevator movement is $ FREQUENCY = 25 = 1.2566
AUTO:5.4

There has been dened a lot of special automotive elements in the module SIMPACK Automotive+ to enable more eective work in a vehicle dynamics simulation (see Figure AUTO:5.4.8). Since a modelling of vehicle is very complex work and utilizing of Automotive+ elements within a main vehicle model can be complicated the example of a dummy vehicle denition is recommended.
General Vehicle Joint, General Driver Sensor Vehicle Globals Parametrized Substructures
Road Track General Tyre Model
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 will simulate a dierent car manoeuvers. The following Automotive+ elements are used in a vehicle model:
Road Track General Vehicle Joint Vehicle Globals
AUTO:5.4 -142
Set Special Views Parameterized substructures 100 chassis 004 double wishbone 006 swing axle 103 steering assembly 106 4 wheel assembly tyre forces 105 driveline for vehicle chassis for front independent suspensions for rear independent suspensions for steering assembly for tyre force elements and wheels 3d graphics for driveline
General Tyre Model - is dened in 4 wheel assembly Vehicle Driver Sensor - is dened in steering assembly and driveline
Vehicle Description
The vehicle parameters are: total weight: 1400 wheel base: 2800 track gauge: 1600 tire diameter: 610 kg mm mm mm
The vehicle model is dened by means of substructures. The default substructure Substitution Variables are used, is means that the independent and dependent parameters les must not be changed and an independent parameters of used substructures are dened in a such way that the substructures match alltohether. In case of a user specic vehicle denition keep in mind: tyre parameters must be alike! The tyre dimensions are used in dierent Automotive+ elements. If these elements are used within a one model then the parameters must be the same. The tyre dimensions are used in: General Tyre Model - the tyre diameter is dened as force element parameter. parameterized suspensions - the tyre diameter, width and rim diameter are used for a 3d graphics and inertia tensor calculation. parameterized wheels assembly - the tyre diameter, width and rim diameter are used for a 3d graphics. Since the wheels assembly 3d graphics should redraw 3d graphics of parameterized suspensions, the tyre dimensions can be dened a little bigger. Example: If the tyre dimensions are: tyre diameter 0,61 m tire width 0,195 m rim diameter 0,38 m then set the wheels assembly Substitution Variables $_4W_FRONT_TYRE_D $_4W_FRONT_TYRE_WI $_4W_FRONT_RIM_D = = = 0.64 0.215 0.38 ! tyre_diameter ! tyre_width ! rim_diameter
AUTO:5.4 -143
parameterized driveline - the tyre diameter is used for a driving torque calculation the vehicle mass is used in a driveline substructure for driving torque calculation.
Vehicle Model Denition

Firstly we will create a vehicle model. We will load the Automotive+ parameterized substructures of chassis, front and rear suspensions, steering assembly and wheel assembly (you can see a vehicle model topology in Figure AUTO:5.4.11). Then we will calculate a quasi-static equilibrium of a vehicle and the equilibrium position will be saved as an initial position of vehicle for other car manoeuvers. 1. We will use the model automotive plus start model. The model 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 (see IJOINT:19) and it consequently serves as a reference body for connection of a substructures. The track for General Vehicle Joint is dened as Standard straight road 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 Setup
model via
Pre-Process.
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 denes 3d graphics and mass parameters of vehicle chassis. You can see the mass parameters by clicking on Info Bodies / Kin frames Hint: It must be always at least one Automotive+ substructure body reconnected via joint to another body to connect the substructure with the main model (seel also Figure AUTO:5.4.11). Since a nal vehicle model contains dient substructures and a joint list has a lot of items the substructure joints for reconnection are chassis. It is easy to nd marked with six underlines, e.g. $J these joints in the joint list. See Figure AUTO:5.4.9.

Modify
the
joint
$J S Chass J
chassis
AUTO:5.4 -144
Bodies to reconnection
Figure AUTO:5.4.9: Bodies of Automotive+ substructures that must be reconnected in a main model and replace

From Marker i
$M Isys
with
marker
$M TRACK JOINT 19 . new position.
The substructure moves to a
4. The rear suspensions are of type independent swing axle (see AUTO:4.1 for axle description). Both the left and right suspensions are loaded saparately. Firstly we load the rear left suspension. Create a New substructure,
name the substructure RL ax and load 006 swing axle . New subFor the rear right suspension create a
structure Type to
again,
name from
it
and select RR ax
006 swing axle
3 Data Base .
Switch 2
Mirror and
Mirror of y-components at xz-plane
Connect the
Load substructure . suspensions to the body Modify the joints $J S RL ax J $J S RR ax J

TRACK JOINT 19: dummy and pre-dened
dummy
and
replace
From Marker i with the marker $M TRACK JOINT 19 .
5. The front suspensions are of type independent double wishbone (see AUTO:4.1 for axle description). Both the left and right suspensions
AUTO:5.4 -145
are loaded saparately. Load the front left and right suspensions in the same way as it have been the rear suspensions loaded. Name substructhe tures FL ax (front left) and FR ax (front right)

and select 004 wishbone double for both suspensions. not forget to switch Mirror Type to No mirroring 2
Do 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-dened
From Marker i with the marker $M TRACK JOINT 19 .
Since the front suspensions can be steered the FL ax and FR ax substructures must be connected not just to the TRACK JOINT 19 body but also to a steering assembly. But the steering assembly is still not dened. It means that the rackdummy bodies of suspension substructures stay connected to the Isys and they did not move with all substructure. The rackdummy bodies will be reconnected after steering assembly loading. Hint: Do not perform Assemble System !

6. Now we will dene a steering assembly (see AUTO:4.1 for substructure description). Create a New substructure and se Steer lect list.

103 steering assembly type1 excited Switch Mirror Type to

from 2 via
the and assemjoint
No mirroring the steering
Load substructure . to the marker $J S Steer J
Connect
bly
$M TRACK JOINT 19
dummy .
7. The steering rods of the front suspensions can be now connected to the steering assembly. The steering rods are in a suspension substructures (e.g. 004 wishbone double) connected to the bodies rackdummy that represent steering rack. In a main model must be rackdummy reconnected to a reference body, i.e. to the steering rack body or vehicle body in case of a steerable or non-steerable suspension 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.
AUTO:5.4 -146
8. Now perform Assemble System to check the model assembly.

The marker $M rackdummy and appropriate marker on the steering rack ($M steerrack steerrod le or $M steerrack steerrod ri) must have the same position to provide the right performing of Assemble System . The markers co-ordinates are set in the appropriate independent parameters le. See also following example and Figure AUTO:5.4.10.
a)
Steering assembly substructure
rackdummy position ($_xx_STR_RA) Suspension substructure
Marker on steering rack ($_SA_RA1)
b)
$_xx_STR_RA = $_SA_RA1
c)
$_xx_STR_RA = $_SA_RA1
Figure AUTO:5.4.10: The inuence of position of steering rack marker and 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 dierent 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. Example: The independent parameters le of front axle 004 ip 001 wishbone double.sys contains marker co-ordinates
$_WI_STR_RA_X = 0.01 $_WI_STR_RA_Y = 0.37 $_WI_STR_RA_Z = -0.07 ! steering rod->rack: x_coord ! steering rod->rack: y_coord ! steering rod->rack: z_coord

AUTO:5.4 -147
The independent parameters le of steering assembly 103 ip 001 steering.sys contains marker coordinates
$_SA_RA1_X $_SA_RA1_Y $_SA_RA1_Z = 0.01 = 0.37 = -0.07 ! steering_rack_marker_left: x_coord ! steering_rack_marker_left: y_coord ! steering_rack_marker_left: z_coord
Keep these co-ordinates always alike! 9. At last we will dene a vehicle tyres. We will load the substructure Four wheels assembly - tyre forces (see AUTO:4.1 for substructure description) that includes both the tyre force elements type 49 (General Tyre Model, see IIIFE:49) and wheels 3d graphics. Create a New substructure and select Tyres

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 appropriate suspension wheels. Select new From Marker i of the following joints:
$J S Tyres J $J S Tyres J $J S Tyres J $J S Tyres J wheel front le : wheel front ri : wheel rear le : wheel rear ri : marker marker marker marker $S FL ax:$M wheel $S FR ax:$M wheel $S RL ax:$M wheel $S RR ax:$M wheel
10. The vehicle model is now complete but it is dened in a nominal position 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 Static Equilibrium module, we will calculate the stationary state of the vehicle by means of time integration. The vehicle is during the time integration travelling with a constant velocity. Perform Globals and set the Vehicle Globals...
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 conrm the velocity setting. See AUTO:3 for more details of Vehicle Globals. 11. Save the model by selecting File Save
to set the time integration 12. Perform Calculation Time Integration Congure
AUTO:5.4 -148
parameters: Initial time: 0,0 s End time: 4,0 s Number of Communication Points: 200 End State: 3 Save as Run 1 13. Perform Calculation Time Integration Perform Time-Int. + Full Measurement 14. After the calculation see the Animation Time History animation by clicking on
15. Copy the nal results of time integration to the initial state by Calculation Time Integration 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 during the time integration, the nal arc length of vehicle is approximately 60 m. To move the vehicle at the beginning of the track set the following 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 dierent vehicle manoeuvers simulations.
AUTO:5.4 -149
Steer
rheonom (rot z)
steercolmn Isys
0 DOF
dummy
tran y
L: typ 15 (gearbox)
steerrack
FR_ax
L: x,y,z ,
rackdummy
0 DOF
steering_rod
L: ,,x,y,z ,,
arm_upper
rot y
arm_lower
,
,,
wheel
rot y
Isys
Isys
0 DOF
L: x,y,z
dummy
damper upper
tran z
damper lower
wheel plate
0 DOF
wheel posit hlp
damper unit
General Vehicle Joint
spring
TRACK JOINT_19
L: typ 15 (,,z)
User Defined Joint (rot x,y; tran z)
Chass
chassis
0 DOF
Isys
RR_ax
HORIZONTAL MOVED CAMERA
rot y
Isys
0 DOF
dummy
L: x,y,z
damper upper
tran z
damper lower
wheel assembly
0 DOF
wheel posit hlp
rot y
damper unit spring
wheel
... 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 model There has been selected Four wheels assembly - tyre forces substructure in the vehicle model to dene the tyres. The substructure includes force elements General Tyre Model and wheel 3d graphics. The second possibility of tyres denition is to select Four wheels assembly - tyre forces 3d substructure. In this substructure are the tyre forces shown as scaled arrows in x, y and z direction. The disadvantage of this substructure is the higher number of constraints resulting in a longer time of integration, consequently this substructure has not been selected in the vehicle model. The other possibility is to use directly the force elements type 49: General Tyre Model. In this case must be General Tyre Model dened for each wheel.
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 dened in the rst lesson.
AUTO:5.4 -150
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. Dene 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 m y co-ordinate of eS : -1,25 m Orientation about z: 0,0 grad Length of wave: 30,0 m Width of wave: 2,5 m Height 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). 5. Save the model by selecting File 6. Perform Calculation Time Integration Congure parameters: Initial time: End time: Number of Communication Points: End State: 7. Perform Save and set the time integration
0,0 s 3,0 s 200 3 Dont Save
AUTO:5.4 -151
Calculation Time Integration Perform Time-Int. + Full Measurement 8. After the calculation see the Animation Time History animation by clicking on
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 sinus wave. Here we will modify just the velocity of vehicle and type of the road obstacle (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
car 02 ramp . Model Setup
the
model
via
Pre-Process.
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:
AUTO:5.4 -152
x co-ordinate of eS : y co-ordinate of eS : Orientation about z: Width of ramp: x of rst ramp: z of rst ramp: x of second ramp: z of second ramp: x of third ramp: z of third ramp:
6,0 m -1,25 m 0,0 grad 2,5 m 1,0 m 0,2 m 5,0 m 0,0 m 1,0 m -0,2 m to set the vehicle
4. Modify the vehicle velocity. Use the Globals Vehicle Globals...
velocity to 25 km/h (how to set velocity see 10). 5. Save the model by selecting File Save
6. The dened time integration parameters will be used. 7. Perform Calculation Time Integration Perform Time-Int. + Full Measurement 8. After the calculation see the Animation Time History animation by clicking on
Manoeuver 3: Excited Steering Angle

The vehicle is riding a straight road at a speed of 60 km/h and it is steered along a time. The steering is dened as a sinusoidal rotation of steering column. For this manoeuver we will use a vehicle model dened in the rst lesson. 1. Copy model car 00 original to the model
car 03 steering angle excited .
2. Open
the
car 03 steering angle excited . Model Setup
model
via
Pre-Process.
3. Dene a steering excitation. Click on Elements Time Excitations
and
dene
AUTO:5.4 -153
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 rad Amplitude A: 0,5 rad Angular velocity: 3,0 rad/s Phase p: -1,5 rad Exponent N: 0,0 Assign the function and its derivations to the Time Excitation Vector u(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 Parameters u(t) that contains s(t): u 30 = s(t) : $T Steering angle excit u(t) that contains sp(t): u(t) that contains spp(t): Hint:
u 30 = sp(t) : $T Steering angle excit u 30 = spp(t) : $T Steering angle excit
Perform Assemble System after selecting the joint parameters. 5. Set the vehicle velocity.
AUTO:5.4 -154
Use the
Globals
Vehicle Globals...
to set the vehicle
velocity to 60 km/h (how to set velocity see 10). 6. Save the model by selecting File 7. Perform Calculation Time Integration Congure parameters: Initial time: End time: Number of Communication Points: End State: Save to set the time integration
0,0 s 6,0 s 200 3 Dont Save
8. Perform Calculation Time Integration Perform Time-Int. + Full Measurement 9. After the calculation see the Animation Time History animation by clicking on
Manoeuver 4: Controlled Steering Angle (Double Lane Change)

The vehicle is riding a pre-dened track at a speed of 60 km/h. The track is dened as a double lane change (see Figure AUTO:5.4.15). We will use a vehicle model dened in the rst lesson. The substructure steering assembly type1 excited will be switched to steering assembly type1 controlled that controls a steering rack movement in accordance with a Driver Sensor measurement. 1. Copy model car 00 original to the model
car 04 steering angle controlled .
2. Open
the
car 04 steering angle controlled . Model Setup
model
via
Pre-Process.
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 .

AUTO:5.4 -155
Figure AUTO:5.4.15: Controlled steering angle - double lane change 4. Dene a new track. Perform Globals
Tracks...
and
switch
Type
to
Road: Cartographic Tracks 2 . fault dened as a double lane change.
The track is by de-
Let us describe this track type in detail. The Cartographic Track is put together from arc assemblies and each arc assembly consists of four segments. They are straight track before arc, transition track before arc, arc and transition track after arc. The arc is a track of constant radius (constant curvature), the straight track is a track with zero curvature, the transition track is a track where the curvature changes from zero to constant value and vice versa. On the transition track is rise of curvature constant othervise is it zero. The smoothing length lS is dened to avoid a curvature discontinuities. See arc curvature in the Figure AUTO:5.4.16.
curvature = 1/R [1/m] 0 ls Straight track Transition track ls track length [m] Curve
Figure AUTO:5.4.16: Curvature of the arc segments 5. Set the vehicle velocity. Use the Globals Vehicle Globals...
to set the vehicle
velocity to 60 km/h (how to set velocity see 10).
AUTO:5.4 -156
6. Save the model by selecting File 7. Perform Calculation Time Integration Congure parameters: Initial time: End time: Number of Communication Points: End State:
Save to set the time integration
0,0 s 10,0 s 200 3 Dont Save
Manoeuver 5: Excited Driving Torque

The vehicle goes at a speed of 10 km/h at the beginning. After delay starts the driving torque acting on the rear wheels through a dierential box and the vehicle velocity grows up. For this manoeuver we will use a vehicle model dened in the rst lesson. We will use a new substructure driveline excited to apply the desired driving torque (see AUTO:4.1 for driveline description). 1. Copy model car 00 original to the model
car 05 drive torque excited .
2. Open
the
car 05 drive torque excited . Model Setup
model
via
Pre-Process.
3. Dene a driveline. Create a New substructure, name the substructure Drive and load 105 driveline excited . The driveline contains a bodies dierential box dummy, driving torque, input shaft, output shafts and wheeldummies. The bodies dierential box and driving torque must be connected to a vehicle body (e.g. chassis), the wheeldummies must be connected to a driven wheels (see topology Figure AUTO:5.4.17). Connect the differential box dummy to the body chassis
AUTO:5.4 -157
via where
joint replace
$J S Drive J pre-dened

dierential box dummy From Marker i

with
the
$S Chass:$M chassis TDG . Conmarker nect the driving torque body to chassis via joint $J S Drive J driving torque . The From Marker i

chassis . is $S Chass:$M 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-dened
From Marker i with the markers $S RL ax:$M wheel and $S RR ax:$M wheel respectively.
Steer
rheonom (rot z)
FR_ax
L: x,y,z ,
rackdummy steercolmn
0 DOF
steering_rod
L: ,,x,y,z ,,
0 DOF
dummy
tran y
L: typ 15 (gearbox)
arm_upper
rot y
steerrack
arm_lower
, L: x,y,z
0 DOF
,,
wheel
rot y
dummy
damper upper
tran z
damper lower
wheel plate
0 DOF
wheel posit hlp
damper unit
spring
Drive
0 DOF
wheeldummy_ri
drive shaft_ri
Isys
DLE: Driving torque
output_shaft_ri
rot y rot x
driving torque
input shaft
L: typ 18
differential box dummy

rot y
0 DOF
Isys
General Vehicle Joint
output_shaft_le
0 DOF
drive shaft_le
L: typ 15 (,,z)
TRACK JOINT_19
Chass
0 DOF
0 DOF
wheeldummy_le
User Defined Joint (rot x,y; tran z)
chassis
RR_ax
HORIZONTAL MOVED CAMERA
rot y
0 DOF
dummy
L: x,y,z
damper upper
tran z
damper lower
wheel assembly
0 DOF
wheel posit hlp
rot y
damper unit spring
wheel
... reconnected in a main model
Figure AUTO:5.4.17: Topology of a vehicle model with driveline (left suspensions are not shown) 4. Dene a desired driving torque. The driving torque is dened as an input function and it is via time excitation and time excitation sensor assigned to the driving torque control loop.
AUTO:5.4 -158
Desired driving torque
Set
New
input
function and
and
name select
it 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).

AUTO:5.4 -159
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 s(t) and select u 50 = 0

Hint:
The input function $I Desired driving torque must be assigned to the time excitation u(t) 50 because just this time excitation is read by control loop sensor. See the time excitation via Test Plot Time Excitation .

6. Set the vehicle velocity. Use the Globals Vehicle Globals...
to set the vehicle
0,0 s 15,0 s 200 3 Dont Save
AUTO:5.4 -160
Manoeuver 6: Controlled Driving Torque

The vehicle goes at a speed of 10 km/h (2,777 m/s in the input function le) at the beginning. After delay the desired vehicle velocity grows to the 108 km/h (30 m/s). We will use the existing model of vehicle with dened driving torque. The substructure driveline controlled is used to control a driving torgue in accordance 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 Setup
model
via
Pre-Process.
3. Change the driveline substructure. Modify the substructure Drive . Click on File ... and select a

new substructure 105 driveline controlled . Load the substructure by clicking on OK .

4. Dene a desired vehicle velocity. The desired vehicle velocity is dened as an input function and it is via time excitation and time excitation sensor assigned to the driving torque control loop. New input function and name it Set a
Desired vehicle velocity .
Select
the
desired vehicle velocity 05 car.dat
from
3 Data Base and then switch to 3 local so that the value pairs can be modied. Set the discontinuity in points 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).

AUTO:5.4 -161
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 s(t) and select u 60 = 0

Hint:
The input function $I Desired vehicle velocity must be assigned to the time excitation u(t) 60 because just this time excitation is read by control loop sensor. See the time excitation via Test Plot Time Excitation .

6. The vehicle velocity is set to 10 km/h. 7. Save the model by selecting File 8. Perform Calculation Time Integration Congure parameters: Initial time: End time: Number of Communication Points: End State: Save to set the time integration
0,0 s 10,0 s 200 3 Dont Save
AUTO:5.4 -162
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 the vehicle velocity grows up. We will use the existing model of vehicle with dened driving torque. The substructures driveline excited and steering assembly type1 controlled are used to perform driving torque and steering of the vehicle (see Figure AUTO:5.4.20).
Figure AUTO:5.4.20: Constant radius cornering 1. Copy model car 05 drive torque excited to the model
car 07 constant radius cornering .
2. Open the
car 07 constant radius cornering . Model Setup
model via
Pre-Process.
3. Change the desired driving torque. Modify the time excitation Desired driving torque . Select
a new Type of excitation set the parameters Number of switches: Constant value sbegin (1) : Constant value send (1): Time tbegin (1): Time tend (1):
04: Constant Accelerations and 1 0 Nm 50 Nm 15 s 20 s
AUTO:5.4 -163
Set the plot limit t max:

to
and 25
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 and Modify Input Par. Data Bases the 103 ip 001 steering . Select the 103 ip 003 Steering assemb const r corner IndParam from the window MBS-Element Info List. 6. Dene a curved track. Perform Globals Tracks... Road: Cartographic Tracks number of arc ensembles Total track length [m] to to and 2 .
1500 .
switch
Type Reduce
to a
and 1
modify
The other pa-
rameter to modify is 1. Arc Ensemble dened (0/1)[-] . The rst arc ensemble has a parameters: Straight track before arc: 20 m Transition track before arc: 6 m Radius of arc: 40 m Length of arc: 1500 m Transition track after arc: 6m Smoothing length/2: 2m 7. Set the vehicle velocity. Use the Globals Vehicle Globals... to set the vehicle
velocity to 5 km/h (how to set velocity see 10). 8. Save the model by selecting File Save
AUTO:5.4 -164
9. Perform Calculation Time Integration Congure parameters: Initial time: End time: Number of Communication Points: End State:
to set the time integration
0,0 s 100,0 s 400 3 Dont Save
Manoeuver 8: Deterministic Road Excitation

The vehicle is riding a straight road with dened road excitation (see Figure AUTO:5.4.22) at a speed of 60 km/h. After delay starts the driving torque acting on the rear wheels and the vehicle velocity grows up. We will use the existing model of vehicle with dened driving torque.
Figure AUTO:5.4.22: Deterministic road excitation 1. Copy model car 05 drive torque excited to the model
car 08 road excitation deterministic .
2. Open the car 08 road excitation deterministic model via Pre-Process. . Model Setup
AUTO:5.4 -165
3. Dene a road excitation. The excitation is of sinusoidal type with a transition from smooth road to excited road in a length of 10 m (smoothed phase). and select Excitation Load Perform Globals Tracks... as Track Related Irregularities 2 . The window SIMPACK: MBS Define Rail Excitation Generator appears where change the Length for Smoothed Phase [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 Amplitude A: 0,1 Angular velocity: 0,5 Phase p: 0,0 Exponent N: 0,0 Set End value of plot to
m m rad/s rad
30 and perform Plot .
4. Set the vehicle velocity. Use the Globals Vehicle Globals...
to set the vehicle
0,0 s 4,0 s 200 3 Dont Save
AUTO:5.4 -166
Manoeuver 9: Stochastic Road Excitation

The vehicle is riding a straight road with stochastic road excitation (see Figure AUTO:5.4.22) at a speed of 60 km/h. We will modify the existing model 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 Setup
model via
Pre-Process.
3. Dene time excitation polynomial. Elements Click on Polynomials
and
select
$P StRoadTrackEx z . In the window SIMPACK: Polynomial Coefficients switch Coecients Given by to 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 ExVertical and secitation Generator click on

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 lter polynomial: $P StRoadTrackEx z Number of frequencies: 100 Upper frequ. limit, Hz or 1/m: 30,0 Lower 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. 6. Save the model by selecting File Save
7. Use the pre-dened conguration of time integration and perform Calculation Time Integration Perform Time-Int. + Full Measurement 8. After the calculation see the animation by clicking on
AUTO:5.4 -167
Animation
Time History

Automotive

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Automotive

Uploaded by

Copyright:

Available Formats

SIMPACK Automotive+

SIMPACK Release 8.9

August 31, 2010/SIMDOC v8.904

COPYRIGHT SIMPACK AG 2010 c

5 How To Model in Automotive+ 5.1 5.2 5.3

AUTO:1. ABOUT AUTOMOTIVE+ PROJECT

SIMPACK General Vehicle

AUTO:2. SIMPACK GENERAL VEHICLE ELEMENTS

AUTO:3. AUTOMOTIVE+ VEHICLE ELEMENTS

Figure AUTO:3.0.1: The denition of Road Track.

AUTO:3. AUTOMOTIVE+ VEHICLE ELEMENTS

AUTO:3. AUTOMOTIVE+ VEHICLE ELEMENTS

Parameterized Vehicle Substructures

Parameterized Vehicle Substructures

Figure AUTO:4.1.1: AUTOMOTIVE+ Database substructures

Parameterized Vehicle Substructures

Parameterized Vehicle Substructures

$M_name of the vehicle body in a main model with To Marker j

Parameterized Vehicle Substructures

Parameterized Vehicle Substructures

$M_Isys with To Marker j

Parameterized Vehicle Substructures

v= toe angle = camber angle

Parameterized Vehicle Substructures

Parameterized Vehicle Substructures

Five link independent wheel suspension

Parameterized Vehicle Substructures

wheel posit hlp

Parameterized Vehicle Substructures

must be modicated and From Marker i

Parameterized Vehicle Substructures

A1 C1 Mc Pherson independent wheel suspension

Parameterized Vehicle Substructures

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

wheel damper lower

wheel posit hlp

Figure AUTO:4.1.8: Kinematic tree/loop chart of Mc Pherson independent wheel suspension

Parameterized Vehicle Substructures

Mc Pherson dissolved independent wheel suspension

Parameterized Vehicle Substructures

arm2 damper upper

wheel posit hlp

Parameterized Vehicle Substructures

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

Parameterized Vehicle Substructures

Double wishbone independent wheel suspension

Parameterized Vehicle Substructures

damper lower wheel plate

wheel posit hlp

Parameterized Vehicle Substructures

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

Parameterized Vehicle Substructures

C3 Double wishbone dissolved - independent wheel suspension

Parameterized Vehicle Substructures

wheel posit hlp

Parameterized Vehicle Substructures

Parameterized Vehicle Substructures

Y X SU_FE_D SU_FE_S x wheel v

C1 Spherical joint independent wheel suspension

Parameterized Vehicle Substructures

AUTO:4.1.16 (damper unit is described in AUTO:4.1).

wheel posit hlp

damper unit spring

Parameterized Vehicle Substructures