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ADAMS-based simulation of vehicle handling and stability

Curve shown in Figure 2. Car roll angle and lateral acceleration curve shown in Figure 3. 2004.3. KECHEJISHU \Same trend can be seen both in the simulation agree well within the range of values, both of the error within the allowable range. Figure 3 is the experimental curve 1, curve 2 for the simulation value. The figure shows the acceleration is not the case, good agreement between the two, basically the same trend. To verify that the model is correct. The test results are processed, and then follow the evaluation methods to evaluate the scoring, turning points can be neutral lateral acceleration, roll understeer degree of reliability and the evaluation of car count scores were 65,95,66, comprehensive evaluation points value of 75.3. Judged by the above data, the vehicle's steady-state cornering performance is qualified. But the turning point of the neutral lateral acceleration, cars roll on assessing total score is low, so the car's handling and stability there is still much room for improvement. The actual situation with the car, considering the total score to improve evaluation, measures taken to ease in the design, realization of the production process, other key properties of the car less. Horizontal stabilizer to increase the stiffness and the angle of caster angle to change the two measures for improvement of vehicle handling and stability,[link widoczny dla zalogowanych], the caster angle was adjusted to 3.5. ,[link widoczny dla zalogowanych], Horizontal stabilizer angle stiffness from the 100.5Nm / (.) Increased to 505Nm / (.) Simulation results show that the steady steering the car had significant improvement in lateral acceleration turning point neutral, understeer, and the degree car roll on assessing total scores were 79,100,75; comprehensive evaluation of total score was 84.7, compared with the original model increased l2.5%. LE suddenly married, one by one =- '2 -:'',,_/. A '00 .5 l1.522.533.544.5 lateral acceleration (m / s ~) Figure 2, the difference between front and rear axle slip angle and lateral acceleration curve of l /, l-,[link widoczny dla zalogowanych], - one by one - ≯ r, . -,,/, 2J a, nr one by one. . r one. A 00.5l1.522.533.54 lateral acceleration (m / s ~) Figure 3 compartment roll angle and lateral acceleration curve \5 Conclusion To return to the structural characteristics of modified commercial vehicles, including the establishment of suspension, tires, roll bar, tie rod, steering system and other parts of the vehicle, including the kinetic simulation model, complete with the physical and virtual test test, the results validate that the model is correct, in simulation, based on the steady-state cornering characteristics of the models were improved. Studies show that using virtual prototyping technology to quickly and accurately simulate vehicle handling performance, which made its performance prediction and assessment, provide the basis for the design and modification and reference, reduced development costs, shorten design cycles and improve product competitiveness has important practical and engineering significance. And further to establish a more accurate model,[link widoczny dla zalogowanych], considering additional factors, the handling stability of the simulation of various other tests, so a more comprehensive forecast for vehicle stability and evaluation.
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