A Suspension Model of an Offroad Vehicle using an Automated Procedure based upon Kane's Equation

1990 ◽  
Author(s):  
R. C. Quirt ◽  
R. J. Anderson
Keyword(s):  
Kane’S Equation ◽  
Suspension Model

Proposal for a full-body suspension model for osteopenia induction

2016 ◽  
Author(s):  
Alvaro Penoni ◽  
Gabriela Yanagihara ◽  
Jacqueline Tida ◽  
Brigida Brancaleon ◽  
Joao Paulo Issa ◽  
...  
Keyword(s):  
Suspension Model ◽  
Full Body

Application of the new multi-component suspension model for skin-factor evaluating on the wells equipped with gravel packs

2018 ◽  
pp. 63-67 ◽  
Author(s):  
M.M. Khasanov ◽  
◽  
K.E. Lezhnev ◽  
V.D. Pashkin ◽  
A.P. Roshchektaev ◽  
...  
Keyword(s):  
Skin Factor ◽  
Suspension Model

A comparison of different models of passive seat suspensions

2021 ◽  
pp. 095440702199092
Author(s):  
Raj Desai ◽  
Anirban Guha ◽  
P. Seshu
Keyword(s):  
Human Body ◽  
Separate Analysis ◽  
Vehicle Model ◽  
Human Body Model ◽  
Human Comfort ◽  
Vehicle Handling ◽  
Seat Suspension ◽  
Handling Characteristics ◽  
Suspension Model ◽  
Suspension Models

Long duration exposure to vehicle induced vibration causes various ailments to humans. Amongst the various components of the human-vehicle system, the seat suspension plays a major role in determining the level of vibration transferred to humans. However, optimising the suspension for maximising human comfort leads to poor vehicle handling characteristics. Thus, predicting human comfort through various seat suspension models is a widely researched topic. However, the appropriate seat suspension model to be used has not been identified so far. Neither has any prior work reported integrating models of all the components necessary for this analysis, namely human body, cushion, seat suspension and vehicle chassis, each with the appropriate level of complexity. This work uses a two-dimensional 12 DoF seated human body model with inclined backrest support, a nonlinear cushion model, a seat suspension model and a full vehicle model. Two kinds of road profiles – one with random roughness and one with a bump – have been used. It then compares the performance of five different seat suspension models based on a number of human comfort related parameters (seat to head transmissibility, suspension travel, seat acceleration, cushion contact force and head acceleration in both vertical and fore-aft directions) and vehicle handling parameters (vertical, rolling and pitching acceleration of chassis). The results clearly show the superiority of the configuration which involves a spring parallel to an inclined multi-stage damper. A separate analysis was also done to judge whether the integration of the vehicle model (with its associated complication) was necessary for this analysis. A comparison of the human body’s internal forces, moments, acceleration, and absorbed power with and without the vehicle model clearly indicates the need of using the former.

scholarly journals Composite adaptive backstepping controller design and the energy calculation for active suspension system

2021 ◽  
Vol 104 (2) ◽  
pp. 003685042110105
Author(s):  
Xiaoyu Su ◽  
Bin Lin ◽  
Shuai Liu
Keyword(s):  
Adaptive Algorithm ◽  
Power Calculation ◽  
Calculation Formula ◽  
Adaptive Backstepping ◽  
Adaptive Law ◽  
Car Suspension ◽  
Backstepping Controller ◽  
Suspension Model ◽  
Storage Characteristics ◽  
Adaptive Backstepping Controller

The half-car suspension has the coupling of pitch angle and front and rear suspension. Especially when the suspension model has a series of uncertainties, the traditional linear control method is difficult to be applied to the half-car suspension model. At present, there is no systematic method to solve the suspension power. According to the energy storage characteristics of the elastic components of the suspension, the power calculation formula is proposed in this paper. This paper proposes a composite adaptive backstepping control scheme for the half-car active suspension systems. In this method, the correlation information between the output error and the parameter estimation error is used to construct the adaptive law. According to the energy storage characteristics of the elastic components of the suspension, the power calculation formula is introduced. The compound adaptive law and the ordinary adaptive law have good disturbance suppression, both of which can solve the pitching angle problem of the semi-car suspension, but the algorithm of the compound adaptive law is superior in effect. In terms of vehicle comfort, the algorithm of the general adaptive law can achieve stability quickly, but compared with the composite adaptive law, its peak value and jitter are higher, while the algorithm of the composite adaptive law is relatively gentle and has better adaptability to human body. In terms of vehicle handling, both control algorithms can maintain driving safety under road excitation, and the compound adaptive algorithm appears to have more advantages. Compared with the traditional adaptive algorithm, the power consumption of the composite adaptive algorithm is relatively lower than that of the former in the whole process. The simulation results show that the ride comfort, operating stability and safety of the vehicle can be effectively improved by the composite adaptive backstepping controller, and the composite adaptive algorithm is more energy-saving than the conventional adaptive algorithm based on projection operator.

Migration and Settling of Particulates in Filled Epoxies

2003 ◽  
Author(s):  
Lisa Mondy ◽  
Rekha Rao ◽  
Eric Lindgren ◽  
Amy Sun ◽  
Robert Lagasse ◽  
...  
Keyword(s):  
Particle Concentration ◽  
Particle Migration ◽  
Polymerization Reaction ◽  
Temperature Dependent ◽  
Filled Polymers ◽  
Post Test ◽  
Manufacturing Applications ◽  
Microscopy Data ◽  
Suspension Model ◽  
Epoxy Systems

Manufacturing applications for filled polymers include encapsulation of microelectronics and injection molding of composite parts. Predictive tools for simulating these manufacturing processes require knowledge of time- and temperature-dependent rheology of the polymer as well as information about local particle concentration. The overall system rheology is highly dependent on the particle concentration. The local particle concentration can change due to gravity, convection and shear-induced migration. For the epoxy systems of interest, an extent of reaction can be used to track the degree of cure. We couple the curing model with a diffusive flux suspension model [Zhang and Acrivos 1994] to determine the particle migration. This results in a generalized Newtonian model that has viscosity as a function of temperature, cure and concentration. Using this model, we examine settling of the particulate phase in both flowing and quiescent curing systems. We focus on settling in molds and flow in wide-gap counter-rotating cylinders. The heat transfer, including the exothermic polymerization reaction, must be modeled to achieve accurate results. The model is validated with temperature measurements and post-test microscopy data. Particle concentration is determined with x-ray microfocus visualization or confocal microscopy. Agreement between the simulations and experimental results is fair.

Analysis, Design, and Optimization of High Speed Vehicle Suspensions Using State Variable Techniques

1974 ◽  
Vol 96 (2) ◽  
pp. 193-203 ◽  
Author(s):  
J. K. Hedrick ◽  
G. F. Billington ◽  
D. A. Dreesbach
Keyword(s):  
High Speed ◽  
Optimization Problems ◽  
Vertical Plane ◽  
Computer Application ◽  
Vehicle Suspension ◽  
State Variables ◽  
State Variable ◽  
Suspension Parameters ◽  
Suspension Model ◽  
High Speed Vehicle

This article applies state variable techniques to high speed vehicle suspension design. When a reasonably complex suspension model is treated, the greater adaptability of state variable techniques to digital computer application makes it more attractive than the commonly used integral transform method. A vehicle suspension model is developed, state variable techniques are applied, numerical methods are presented, and, finally, an optimization algorithm is chosen to select suspension parameters. A fairly complete bibliography is included in each of these areas. The state variable technique is illustrated in the solution of two suspension optimization problems. First, the vertical plane suspension of a high speed vehicle subject to guideway and aerodynamic inputs will be analyzed. The vehicle model, including primary and secondary suspension systems, and subject to both heave and pitch motions, has thirteen state variables. Second, the horizontal plane suspension of a high speed vehicle subject to guideway and lateral aerodynamic inputs is analyzed. This model also has thirteen state variables. The suspension parameters of both these models are optimized. Numerical results are presented for a representative vehicle, showing time response, mean square values, optimized suspension parameters, system eigenvalues, and acceleration spectral densities.

scholarly journals A non-linear fluid suspension model for blood flow

2019 ◽  
Vol 109 ◽  
pp. 32-39 ◽  
Author(s):  
Wei-Tao Wu ◽  
Nadine Aubry ◽  
James F. Antaki ◽  
Mehrdad Massoudi
Keyword(s):  
Blood Flow ◽  
Non Linear ◽  
Suspension Model

Component and Full Scale Tests for Suspension Model Validation

2009 ◽  
Author(s):  
Pradeep Mohan ◽  
Dhafer Marzougui ◽  
Cing-Dao Kan ◽  
Kenneth Opiela
Keyword(s):  
Full Scale ◽  
Transportation Safety ◽  
Fe Model ◽  
George Washington ◽  
Model Library ◽  
Safety Research ◽  
Oblique Impacts ◽  
Full Scale Tests ◽  
Suspension Model ◽  
Roadside Hardware

The National Crash Analysis Center (NCAC) at the George Washington University (GWU) has been developing and maintaining a public domain library of LS-DYNA finite element (FE) vehicle models for use in transportation safety research. The recent addition to the FE model library is the 2007 Chevrolet Silverado FE model. This FE model will be extensively used in roadside hardware safety research. The representation of the suspension components and its response in oblique impacts into roadside hardware are critical factors influencing the predictive capability of the FE model. To improve the FE model fidelity and applicability to the roadside hardware impact scenarios it is important to validate and verify the model to multitude of component and full scale tests. This paper provides detailed description of the various component and full scale tests that were performed, specifically, to validate the suspension model of the 2007 Chevrolet Silverado FE model.

Effect of inactivity and passive stretch on protein turnover in phasic and postural rat muscles

1986 ◽  
Vol 61 (1) ◽  
pp. 173-179 ◽  
Author(s):  
P. Loughna ◽  
G. Goldspink ◽  
D. F. Goldspink
Keyword(s):  
Soleus Muscle ◽  
Muscle Length ◽  
Protein Breakdown ◽  
Fractional Rate ◽  
Hindlimb Muscles ◽  
Synthetic Rate ◽  
Suspension Model ◽  
Fast Twitch ◽  
Passive Stretch

A state of hypokinesia and hypodynamia has been induced in the hindlimb muscles of the rat (100 g) using a suspension model. The ensuing muscle atrophy was assessed by reference to muscles in fully mobile control animals, which were either fed ad libitum or fed the same lower food intake of the suspended animals. Over a total of 7 days of suspension the slow-twitch postural soleus muscle underwent a much greater atrophy than the fast-twitch phasic extensor digitorum longus. Changes with respect to the position of the suspended foot, and hence muscle length, necessitate caution in comparing the extent of the atrophy between different muscle types. After 3 days of inactivity the atrophy of the soleus muscle was explained by a 21% decrease in the fractional rate of synthesis (measured in vivo) and a 100% increase in the rate of protein breakdown. The reduction in the synthetic rate was associated with a net loss (23%) of RNA and hence muscle ribosomes. In contrast when this inactive soleus muscle was permanently stretched the RNA content (44%) and protein synthetic rate increased (59%) markedly above control values. Although protein breakdown remained elevated in this stretched muscle, the extent of the atrophy in response to hypokinesia and hypodynamia was greatly reduced.

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