TAILIEUCHUNG - Lightweight Electric Hybrid Vehicle Design Episode 14

Tham khảo tài liệu 'lightweight electric hybrid vehicle design episode 14', kỹ thuật - công nghệ, cơ khí - chế tạo máy phục vụ nhu cầu học tập, nghiên cứu và làm việc hiệu quả | Design for optimum body-structural and running-gear performance efficiency 233 rear weight distribution as closely as possible. This is inherently less difficult than on vehicles which have heavy IC-engine and transaxle units mounted at one end. Because both the suggested monocoque-tube and open-integral-punt structures are ideally symmetrical about the front and rear road-wheel axes and in both cases the battery tray is centrally mounted between the wheel axes an inherently low polar moment of inertia about the vertical steer axis of the vehicle results and design for near neutral steady-state handling response should not be difficult. HANDLING RESPONSE To fix some initial suspension steering geometry values in design Fig. it is useful to consider the motions of the vehicle as though it moves in a horizontal plane only and in cornering that only fixed radius bends are encountered - at constant vehicle speed. This allows a steady-state handling analysis to be carried out - with the simplifying assumptions yielding reasonably quick values for the geometric variables. The basic handling relationship for this condition is that the steer angle heading angle rear slip angle - front slip angle. There is a proportional linear relationship between cornering force and slip angle between path and heading until slip occurs a - then slip angle increases rapidly and aligning torque AT decreases. The effect of radial load RL increase is to increase L and therefore increase the cornering stiffness. In the figure slip angle 0 can be recognized from steer angle Ộ. When at comparatively low speeds the vehicle steers about a point O then steer angles are related by cotan ớo - cotan ớ T W. Ff Fb W and Fr Fa W are drift forces which correspond to those required to resist centripetal force of the vehicle as vehicle speed increases and there is a build-up of slip angles. Cornering force drift force is also required to overcome thrust due to camber change in roll and .

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