{"title":"Reviewers","authors":"Corina Sandu","doi":"10.4271/02-16-04-0029","DOIUrl":"https://doi.org/10.4271/02-16-04-0029","url":null,"abstract":"<div>Reviewers</div>","PeriodicalId":45281,"journal":{"name":"SAE International Journal of Commercial Vehicles","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-10-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135303959","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Since the steady-state computational fluid dynamics (CFD) Reynolds-averaged Navier–Stokes (RANS) turbulence models offer low-cost and sensible accuracy, they are frequently utilized for bluff bodies’ external aerodynamics investigations (e.g., upwind, crosswind, and shape optimization). However, no firm certainty is made regarding the best model in terms of accuracy and cost. Based on cost and accuracy aspects, four RANS turbulence models were studied, which are Spalart–Allmaras, realizable k-ε, RNG k-ε, and SST k-ω. Ahmed body with a 25° slant angle benchmark case was introduced for this investigation. Two grids were generated to satisfy the near-wall treatment of each turbulence model. All grid settings were proposed and discussed in detail. Fluid-structure analysis was performed on five different planes. Regarding flow field prediction, realizable k-ε and renormalization group (RNG) k-ε models demonstrated a remarkable consistency with experimental data, while Menter’s shear stress transport (SST) k-ω showed a poor agreement. The obtained computational values of drag and lift coefficients were compared with experimental results. All investigated RANS turbulence models had reported results in excellent agreement with experimental drag coefficient values. The SST k-ω model has underestimated lift coefficient value with an error of about −45% with experimental value. Only realizable k-ε and RNG k-ε presented an error <10% for predicting drag and lift coefficients.
{"title":"Assessment of Computational Fluid Dynamics Reynolds-Averaged Navier–Stokes Models for Bluff Bodies Aerodynamics","authors":"Sivamoorthy Kanagalingam, Youhanna E. William","doi":"10.4271/02-16-04-0028","DOIUrl":"https://doi.org/10.4271/02-16-04-0028","url":null,"abstract":"<div>Since the steady-state computational fluid dynamics (CFD) Reynolds-averaged Navier–Stokes (RANS) turbulence models offer low-cost and sensible accuracy, they are frequently utilized for bluff bodies’ external aerodynamics investigations (e.g., upwind, crosswind, and shape optimization). However, no firm certainty is made regarding the best model in terms of accuracy and cost. Based on cost and accuracy aspects, four RANS turbulence models were studied, which are Spalart–Allmaras, realizable k-ε, RNG k-ε, and SST k-ω. Ahmed body with a 25° slant angle benchmark case was introduced for this investigation. Two grids were generated to satisfy the near-wall treatment of each turbulence model. All grid settings were proposed and discussed in detail. Fluid-structure analysis was performed on five different planes. Regarding flow field prediction, realizable k-ε and renormalization group (RNG) k-ε models demonstrated a remarkable consistency with experimental data, while Menter’s shear stress transport (SST) k-ω showed a poor agreement. The obtained computational values of drag and lift coefficients were compared with experimental results. All investigated RANS turbulence models had reported results in excellent agreement with experimental drag coefficient values. The SST k-ω model has underestimated lift coefficient value with an error of about −45% with experimental value. Only realizable k-ε and RNG k-ε presented an error &lt;10% for predicting drag and lift coefficients.</div>","PeriodicalId":45281,"journal":{"name":"SAE International Journal of Commercial Vehicles","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-09-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135109139","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Hamidreza Rezaei Nedamani, Mostafa Soleymanifard, Ali Safaeifar, Parisa Masnadi Khiabani
Parking an articulated vehicle is a challenging task that requires skill, experience, and visibility from the driver. An automatic parking system for articulated vehicles can make this task easier and more efficient. This article proposes a novel method that finds an optimal path and controls the vehicle with an innovative method while considering its kinematics and environmental constraints and attempts to mathematically explain the behavior of a driver who can perform a complex scenario, called the articulated vehicle park maneuver, without falling into the jackknifing phenomena. In other words, the proposed method models how drivers park articulated vehicles in difficult situations, using different sub-scenarios and mathematical models. It also uses soft computing methods: the ANFIS-FCM, because this method has proven to be a powerful tool for managing uncertain and incomplete data in learning and inference tasks, such as learning from simulations, handling uncertainty, and capturing expert parking expertise. The results obtained from the proposed method show that the use of a soft computation method significantly reduces the cumulative errors: errors resulting from summing up each sub-maneuver. Of course, the main source of these errors is related to starting from the random point that exists at the beginning of the predefined complex scenario. This implies that our method can effectively handle the uncertainty and variability of parking scenarios.
{"title":"Soft Computing-Based Driver Modeling for Automatic Parking of Articulated Heavy Vehicles","authors":"Hamidreza Rezaei Nedamani, Mostafa Soleymanifard, Ali Safaeifar, Parisa Masnadi Khiabani","doi":"10.4271/02-16-04-0027","DOIUrl":"https://doi.org/10.4271/02-16-04-0027","url":null,"abstract":"<div>Parking an articulated vehicle is a challenging task that requires skill, experience, and visibility from the driver. An automatic parking system for articulated vehicles can make this task easier and more efficient. This article proposes a novel method that finds an optimal path and controls the vehicle with an innovative method while considering its kinematics and environmental constraints and attempts to mathematically explain the behavior of a driver who can perform a complex scenario, called the articulated vehicle park maneuver, without falling into the jackknifing phenomena. In other words, the proposed method models how drivers park articulated vehicles in difficult situations, using different sub-scenarios and mathematical models. It also uses soft computing methods: the ANFIS-FCM, because this method has proven to be a powerful tool for managing uncertain and incomplete data in learning and inference tasks, such as learning from simulations, handling uncertainty, and capturing expert parking expertise. The results obtained from the proposed method show that the use of a soft computation method significantly reduces the cumulative errors: errors resulting from summing up each sub-maneuver. Of course, the main source of these errors is related to starting from the random point that exists at the beginning of the predefined complex scenario. This implies that our method can effectively handle the uncertainty and variability of parking scenarios.</div>","PeriodicalId":45281,"journal":{"name":"SAE International Journal of Commercial Vehicles","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-09-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135982166","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Vehicle vibration is the key consideration in the early stage of vehicle development. The most dynamic system in a vehicle is the powertrain system, which is a source of various frequency vibration inputs to the vehicle. Mostly for powertrain mounting system design, only the uncoupled powertrain system is considered. However, in real situations, other subsystems are also attached to the powertrain unit. Thereby, assuming only the powertrain unit ignores the dynamic interactions among the powertrain and other systems. To address this shortcoming, a coupled powertrain and driveline mounting system problem is formulated and examined. This 16 DOF problem is constructed around a case of a front engine-based powertrain unit attached to the driveline system, which as an assembly resting on other systems such as chassis, suspensions, axles, and tires. First, the effect of a driveline on torque roll axis and other rigid body modes decoupling is examined analytically in terms of eigensolutions and frequency responses. It is observed from the analysis that when the optimized uncoupled powertrain system is introduced in real vehicle conditions, the vibration isolation level of the powertrain mountings gets degraded. Then, a new improved approach of considering coupled powertrain and driveline systems in the initial design phase itself is proposed. The mounting system parameters such as mount location, mount orientation angle, and stiffness rate are optimized and redesigned for the proposed system. The results of the redesigned system show that the decoupling of the rigid body mode parameters is improved and consequently powertrain vibration performance is also improved in static and dynamic conditions of the vehicle. Overall, the findings of this study suggest that considering the driveline along with the powertrain as a coupled system at the early phase of the mounting system design itself improves the vibration performance of the vehicle during real-life situations.
{"title":"Driveline System Effects on Powertrain Mounting Optimization for\u0000 Vibration Isolation under Actual Vehicle Conditions","authors":"Jitender Singh, Amitabh Sarna, Navin Kumar, Vikas Sharma","doi":"10.4271/02-16-04-0026","DOIUrl":"https://doi.org/10.4271/02-16-04-0026","url":null,"abstract":"Vehicle vibration is the key consideration in the early stage of vehicle\u0000 development. The most dynamic system in a vehicle is the powertrain system,\u0000 which is a source of various frequency vibration inputs to the vehicle. Mostly\u0000 for powertrain mounting system design, only the uncoupled powertrain system is\u0000 considered. However, in real situations, other subsystems are also attached to\u0000 the powertrain unit. Thereby, assuming only the powertrain unit ignores the\u0000 dynamic interactions among the powertrain and other systems. To address this\u0000 shortcoming, a coupled powertrain and driveline mounting system problem is\u0000 formulated and examined. This 16 DOF problem is constructed around a case of a\u0000 front engine-based powertrain unit attached to the driveline system, which as an\u0000 assembly resting on other systems such as chassis, suspensions, axles, and\u0000 tires. First, the effect of a driveline on torque roll axis and other rigid body\u0000 modes decoupling is examined analytically in terms of eigensolutions and\u0000 frequency responses. It is observed from the analysis that when the optimized\u0000 uncoupled powertrain system is introduced in real vehicle conditions, the\u0000 vibration isolation level of the powertrain mountings gets degraded. Then, a new\u0000 improved approach of considering coupled powertrain and driveline systems in the\u0000 initial design phase itself is proposed. The mounting system parameters such as\u0000 mount location, mount orientation angle, and stiffness rate are optimized and\u0000 redesigned for the proposed system. The results of the redesigned system show\u0000 that the decoupling of the rigid body mode parameters is improved and\u0000 consequently powertrain vibration performance is also improved in static and\u0000 dynamic conditions of the vehicle. Overall, the findings of this study suggest\u0000 that considering the driveline along with the powertrain as a coupled system at\u0000 the early phase of the mounting system design itself improves the vibration\u0000 performance of the vehicle during real-life situations.","PeriodicalId":45281,"journal":{"name":"SAE International Journal of Commercial Vehicles","volume":null,"pages":null},"PeriodicalIF":0.5,"publicationDate":"2023-08-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46656482","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Numerous researchers are committed to finding solutions to the path planning problem of intelligence-based vehicles. How to select the appropriate algorithm for path planning has always been the topic of scholars. To analyze the advantages of existing path planning algorithms, the intelligence-based vehicle path planning algorithms are classified into conventional path planning methods, intelligent path planning methods, and reinforcement learning (RL) path planning methods. The currently popular RL path planning techniques are classified into two categories: model based and model free, which are more suitable for complex unknown environments. Model-based learning contains a policy iterative method and value iterative method. Model-free learning contains a time-difference algorithm, Q-learning algorithm, state-action-reward-state-action (SARSA) algorithm, and Monte Carlo (MC) algorithm. Then, the path planning method based on deep RL is introduced based on the shortcomings of RL in intelligence-based vehicle path planning. Finally, we discuss the trend of path planning for vehicles.
{"title":"A Review of Intelligence-Based Vehicles Path Planning","authors":"B. Hao, Jianshuo Zhao, Qi Wang","doi":"10.4271/02-16-04-0022","DOIUrl":"https://doi.org/10.4271/02-16-04-0022","url":null,"abstract":"Numerous researchers are committed to finding solutions to the path planning\u0000 problem of intelligence-based vehicles. How to select the appropriate algorithm\u0000 for path planning has always been the topic of scholars. To analyze the\u0000 advantages of existing path planning algorithms, the intelligence-based vehicle\u0000 path planning algorithms are classified into conventional path planning methods,\u0000 intelligent path planning methods, and reinforcement learning (RL) path planning\u0000 methods. The currently popular RL path planning techniques are classified into\u0000 two categories: model based and model free, which are more suitable for complex\u0000 unknown environments. Model-based learning contains a policy iterative method\u0000 and value iterative method. Model-free learning contains a time-difference\u0000 algorithm, Q-learning algorithm, state-action-reward-state-action (SARSA)\u0000 algorithm, and Monte Carlo (MC) algorithm. Then, the path planning method based\u0000 on deep RL is introduced based on the shortcomings of RL in intelligence-based\u0000 vehicle path planning. Finally, we discuss the trend of path planning for\u0000 vehicles.","PeriodicalId":45281,"journal":{"name":"SAE International Journal of Commercial Vehicles","volume":null,"pages":null},"PeriodicalIF":0.5,"publicationDate":"2023-07-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48163620","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Lubrication has been a major area of interest in engineering. Especially in vehicle transmissions, lubrication plays a very crucial role because gears and bearings are constantly subjected to heavy loads. Proper lubrication is essential for maintaining system performance and ensuring endurance life. Insufficient lubrication can lead to excessive wear, increased friction, and eventually, failures in the transmission components. However, excess lubrication can result in power losses due to the resistance offered by the excessive lubricant. Therefore, achieving effective lubrication using optimized lubrication system design is vital for ensuring the longevity and efficiency of the transmission system. Majorly, two types of lubrication methods are used in transmissions: splash lubrication and forced lubrication. This article focuses on forced lubrication, where the lubrication system actively delivers the required flow of lubricant to specific locations within the transmission. Pump outflow, orifice diameters, and channel dimensions are a few of the critical design parameters of the forced lubrication system. This article presents two design optimization methods: one using ANSYS DX (3D) and the other using GT-Suite (1D) tool. In the 3D method, ANSYS Fluent is used for CFD (computational fluid dynamics) simulations and subsequently ANSYS DesignXplorer (DX) is leveraged for design optimization. Predictions from CFD simulations are validated against physical test data and show good agreement (>90% match for flow rate). GT-SUITE is used in the 1D method, which is validated with predictions from 3D CFD method. The optimized designs obtained from both methods are effective in achieving the desired flow rate distribution, demonstrating their reliability. The ANSYS DX method provides an advantage in terms of reduced overall turnaround time (50% less) for the optimization. On the other hand, co-simulation (CFD+1D) approach can prove beneficial if it is required to perform minor routing changes on the lube system layout.
{"title":"Design Optimization Methods for Forced Lubrication System Used in\u0000 Automotive Transmissions","authors":"R. Shamini, P. Jadhav, S. Deshpande, S. Chavan","doi":"10.4271/02-16-04-0025","DOIUrl":"https://doi.org/10.4271/02-16-04-0025","url":null,"abstract":"Lubrication has been a major area of interest in engineering. Especially in\u0000 vehicle transmissions, lubrication plays a very crucial role because gears and\u0000 bearings are constantly subjected to heavy loads. Proper lubrication is\u0000 essential for maintaining system performance and ensuring endurance life.\u0000 Insufficient lubrication can lead to excessive wear, increased friction, and\u0000 eventually, failures in the transmission components. However, excess lubrication\u0000 can result in power losses due to the resistance offered by the excessive\u0000 lubricant. Therefore, achieving effective lubrication using optimized\u0000 lubrication system design is vital for ensuring the longevity and efficiency of\u0000 the transmission system.\u0000\u0000 \u0000Majorly, two types of lubrication methods are used in transmissions: splash\u0000 lubrication and forced lubrication. This article focuses on forced lubrication,\u0000 where the lubrication system actively delivers the required flow of lubricant to\u0000 specific locations within the transmission. Pump outflow, orifice diameters, and\u0000 channel dimensions are a few of the critical design parameters of the forced\u0000 lubrication system. This article presents two design optimization methods: one\u0000 using ANSYS DX (3D) and the other using GT-Suite (1D) tool. In the 3D method,\u0000 ANSYS Fluent is used for CFD (computational fluid dynamics) simulations and\u0000 subsequently ANSYS DesignXplorer (DX) is leveraged for design optimization.\u0000 Predictions from CFD simulations are validated against physical test data and\u0000 show good agreement (>90% match for flow rate). GT-SUITE is used in the 1D\u0000 method, which is validated with predictions from 3D CFD method. The optimized\u0000 designs obtained from both methods are effective in achieving the desired flow\u0000 rate distribution, demonstrating their reliability. The ANSYS DX method provides\u0000 an advantage in terms of reduced overall turnaround time (50% less) for the\u0000 optimization. On the other hand, co-simulation (CFD+1D) approach can prove\u0000 beneficial if it is required to perform minor routing changes on the lube system\u0000 layout.","PeriodicalId":45281,"journal":{"name":"SAE International Journal of Commercial Vehicles","volume":null,"pages":null},"PeriodicalIF":0.5,"publicationDate":"2023-07-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45864276","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Subhash Hanmant Bhosale, Rajat Pratap, Amol A. Apte
The ability to predict the durability of a structure depends on the knowledge of operating loads experienced by the structure. Typically, multi-body dynamics (MBD) models are used to cascade measured wheel loads to hard points. However, in this approach, there are many sources by which errors creep into cascaded forces. Any attempt to reduce sources of such errors is time consuming and costly. In typical program development timelines, it is very difficult to accommodate such model calibration efforts. Commercial load cells exist in the industry to give engineers insight into understanding the complex real-world loading of their structures. A significant limitation to the use of load cells is that the structure needs to be modified to accept the load cell, and not all desired loading degrees of freedom (DOFs) can be measured. One of the innovative solutions to calculate operating loads is to convert the structure itself into its own load transducer. The D-optimal algorithm along with the pseudo-inverse technique provides a theoretically sound and versatile method to identify optimum positions and locations to place the sensors (i.e., strain gauges) on the structure where its response is to be measured. A pre-calculated calibration matrix through pseudo-inverse is then used along with measured responses to reverse calculate loads acting on the structure. The accuracy of calculated loads with this approach is typically high compared with conventional load cascading methods as sources of errors are less in this method. This work is focused on load reconstruction, FE analysis, and lightweighting of the bell crank lever of a commercial vehicle. Practical difficulties associated with the load reconstruction method and solutions are also discussed in this research paper.
{"title":"Development of Load Reconstruction Technique and Application on\u0000 Commercial Vehicle Suspension","authors":"Subhash Hanmant Bhosale, Rajat Pratap, Amol A. Apte","doi":"10.4271/02-16-03-0019","DOIUrl":"https://doi.org/10.4271/02-16-03-0019","url":null,"abstract":"The ability to predict the durability of a structure depends on the knowledge of\u0000 operating loads experienced by the structure. Typically, multi-body dynamics\u0000 (MBD) models are used to cascade measured wheel loads to hard points. However,\u0000 in this approach, there are many sources by which errors creep into cascaded\u0000 forces. Any attempt to reduce sources of such errors is time consuming and\u0000 costly. In typical program development timelines, it is very difficult to\u0000 accommodate such model calibration efforts. Commercial load cells exist in the\u0000 industry to give engineers insight into understanding the complex real-world\u0000 loading of their structures. A significant limitation to the use of load cells\u0000 is that the structure needs to be modified to accept the load cell, and not all\u0000 desired loading degrees of freedom (DOFs) can be measured. One of the innovative\u0000 solutions to calculate operating loads is to convert the structure itself into\u0000 its own load transducer. The D-optimal algorithm along with the pseudo-inverse\u0000 technique provides a theoretically sound and versatile method to identify\u0000 optimum positions and locations to place the sensors (i.e., strain gauges) on\u0000 the structure where its response is to be measured. A pre-calculated calibration\u0000 matrix through pseudo-inverse is then used along with measured responses to\u0000 reverse calculate loads acting on the structure. The accuracy of calculated\u0000 loads with this approach is typically high compared with conventional load\u0000 cascading methods as sources of errors are less in this method.\u0000\u0000 \u0000This work is focused on load reconstruction, FE analysis, and lightweighting of\u0000 the bell crank lever of a commercial vehicle. Practical difficulties associated\u0000 with the load reconstruction method and solutions are also discussed in this\u0000 research paper.","PeriodicalId":45281,"journal":{"name":"SAE International Journal of Commercial Vehicles","volume":null,"pages":null},"PeriodicalIF":0.5,"publicationDate":"2023-06-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46123426","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The lightweight structure of a semitrailer composite leaf spring is designed and manufactured using glass fiber composite to replace the conventional steel leaf spring. The sliding composite mono leaf spring was designed based on the conventional parabolic spring design theory. The composites product design (CPD) module of CATIA software is used to create the lamination of the composite leaf spring. Using finite element analysis of the position and proportion of ±45° biaxial layer by OptiStruct software, it is found that a certain proportion (nearly 5%) of a ±45° biaxial layer can effectively reduce the shear stress under the condition of keeping the total number of layers fixed. Then, the natural frequency, stiffness, and strength of the composite leaf spring are simulated by the finite element method. Finally, the stiffness, fatigue, and matching of the designed spring are tested by experiments. The design weight of the composite leaf spring is 18.5 kg, which is 55.4% lighter than the conventional steel leaf spring. The composite mono leaf spring has good fatigue performance; the vertical fatigue cycles are more than 300,000 times, 1.6 times of the traditional steel leaf spring. The results of the system bench test show that the movement state of the composite mono leaf spring is consistent with the steel leaf spring. It can be preliminarily speculated that the composite leaf spring structure can meet the requirement of vehicles. A proposed method combining theoretical analysis, calculation, and finite element simulation can be used to design and test composite products quickly. This method has a high significance for the structural optimization of other laminated composite products.
{"title":"Structural Design and Analysis of Sliding Composite Mono Leaf\u0000 Spring","authors":"Lubin Wang, Chendi Zhu, Xiaoqin Lu, Zhengpeng Zhang, Shiwen Liang","doi":"10.4271/02-16-03-0020","DOIUrl":"https://doi.org/10.4271/02-16-03-0020","url":null,"abstract":"The lightweight structure of a semitrailer composite leaf spring is designed and\u0000 manufactured using glass fiber composite to replace the conventional steel leaf\u0000 spring. The sliding composite mono leaf spring was designed based on the\u0000 conventional parabolic spring design theory. The composites product design (CPD)\u0000 module of CATIA software is used to create the lamination of the composite leaf\u0000 spring. Using finite element analysis of the position and proportion of ±45°\u0000 biaxial layer by OptiStruct software, it is found that a certain proportion\u0000 (nearly 5%) of a ±45° biaxial layer can effectively reduce the shear stress\u0000 under the condition of keeping the total number of layers fixed. Then, the\u0000 natural frequency, stiffness, and strength of the composite leaf spring are\u0000 simulated by the finite element method. Finally, the stiffness, fatigue, and\u0000 matching of the designed spring are tested by experiments. The design weight of\u0000 the composite leaf spring is 18.5 kg, which is 55.4% lighter than the\u0000 conventional steel leaf spring. The composite mono leaf spring has good fatigue\u0000 performance; the vertical fatigue cycles are more than 300,000 times, 1.6 times\u0000 of the traditional steel leaf spring. The results of the system bench test show\u0000 that the movement state of the composite mono leaf spring is consistent with the\u0000 steel leaf spring. It can be preliminarily speculated that the composite leaf\u0000 spring structure can meet the requirement of vehicles. A proposed method\u0000 combining theoretical analysis, calculation, and finite element simulation can\u0000 be used to design and test composite products quickly. This method has a high\u0000 significance for the structural optimization of other laminated composite\u0000 products.","PeriodicalId":45281,"journal":{"name":"SAE International Journal of Commercial Vehicles","volume":null,"pages":null},"PeriodicalIF":0.5,"publicationDate":"2023-06-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49015865","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Articulated vehicles form an important part of our society for the transport of goods. Compared to rigid trucks, tractor-trailer combinations can transport huge quantities of load without increasing the axle load. The fifth wheel (FW) acts as a bridge between the tractor and trailer, which can be moved within the range to achieve rated front and rear axle loads. When the FW is moved front, it adversely affects the cab dynamics and cab suspension forces. Compared to the cab pitch and roll, yaw motion increases drastically. The current study tries to address this issue by providing reaction rod links in the rear cab suspension. In this study, a 4×2 tractor with a three-axle semitrailer is considered by keeping the FW at its frontmost position, which is the worst-case scenario for a cab. Three different cases of reaction rod arrangement and its influence on cab dynamics are studied in comparison with a model without reaction rods. To assess this, time signal–based relative pseudo-fatigue damage, power spectral density (PSD), and level crossing plots are analyzed. The outcome shows that cab pitch, roll, and yaw motion reduce by a considerable amount with the presence of a reaction rod. Cab suspension forces will also reduce. The horizontal V-inclination of the reaction rod plays a major role in improving cab yaw motion and reducing the lateral forces. A straight link without any inclination helps in reducing the pitch and roll motion of the cab.
{"title":"Reaction Rod Link in Rear Cab Suspension to Control Cab Dynamics in\u0000 Tractor-Semitrailer Vehicles","authors":"Sindhoor Bhat","doi":"10.4271/02-16-04-0024","DOIUrl":"https://doi.org/10.4271/02-16-04-0024","url":null,"abstract":"Articulated vehicles form an important part of our society for the transport of\u0000 goods. Compared to rigid trucks, tractor-trailer combinations can transport huge\u0000 quantities of load without increasing the axle load. The fifth wheel (FW) acts\u0000 as a bridge between the tractor and trailer, which can be moved within the range\u0000 to achieve rated front and rear axle loads. When the FW is moved front, it\u0000 adversely affects the cab dynamics and cab suspension forces. Compared to the\u0000 cab pitch and roll, yaw motion increases drastically. The current study tries to\u0000 address this issue by providing reaction rod links in the rear cab\u0000 suspension.\u0000\u0000 \u0000In this study, a 4×2 tractor with a three-axle semitrailer is considered by\u0000 keeping the FW at its frontmost position, which is the worst-case scenario for a\u0000 cab. Three different cases of reaction rod arrangement and its influence on cab\u0000 dynamics are studied in comparison with a model without reaction rods. To assess\u0000 this, time signal–based relative pseudo-fatigue damage, power spectral density\u0000 (PSD), and level crossing plots are analyzed.\u0000\u0000 \u0000The outcome shows that cab pitch, roll, and yaw motion reduce by a considerable\u0000 amount with the presence of a reaction rod. Cab suspension forces will also\u0000 reduce. The horizontal V-inclination of the reaction rod plays a major role in\u0000 improving cab yaw motion and reducing the lateral forces. A straight link\u0000 without any inclination helps in reducing the pitch and roll motion of the\u0000 cab.","PeriodicalId":45281,"journal":{"name":"SAE International Journal of Commercial Vehicles","volume":null,"pages":null},"PeriodicalIF":0.5,"publicationDate":"2023-05-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43191976","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Lindsey Kerbel, Daniel Yoon, K. Loiselle, B. Ayalew, A. Ivanco
Certain advanced driver assistance systems (ADAS) have the potential to boost energy efficiency in real-world scenarios. This article details a radar-based driver assistance scheme designed to minimize fuel consumption for a commercial vehicle by predictively optimizing braking and driving torque inputs while accommodating the driver’s demand. The workings of the proposed scheme are then assessed with a novel integration of the driver assistance functionality in randomized traffic microsimulation. Although standardized test procedures are intended to mimic urban and highway speed profiles for the purposes of evaluating fuel economy and emissions, they do not explicitly consider the interactions present in real-world driving between the ego vehicle equipped with ADAS and other vehicles in traffic. This article presents one approach to address the drawback of standardized test procedures for evaluating the fuel economy benefits of ADAS technologies. This approach is demonstrated by using a microsimulation of a traffic network into which the ego vehicle with the proposed driver assistance scheme is embedded for continuous interaction with the traffic. The analysis and results from stochastic simulations consider variations in the behavioral style of the driver of the ego vehicle and the traffic density. Strong variations, up to 10% in the fuel economy benefits, are observed between both variations presented in this study and what is obtained in typical deterministic evaluations mirroring standard test procedures.
{"title":"Evaluation of Fuel Economy Benefits of Radar-Based Driver Assistance\u0000 in Randomized Traffic","authors":"Lindsey Kerbel, Daniel Yoon, K. Loiselle, B. Ayalew, A. Ivanco","doi":"10.4271/02-16-03-0021","DOIUrl":"https://doi.org/10.4271/02-16-03-0021","url":null,"abstract":"Certain advanced driver assistance systems (ADAS) have the potential to boost\u0000 energy efficiency in real-world scenarios. This article details a radar-based\u0000 driver assistance scheme designed to minimize fuel consumption for a commercial\u0000 vehicle by predictively optimizing braking and driving torque inputs while\u0000 accommodating the driver’s demand. The workings of the proposed scheme are then\u0000 assessed with a novel integration of the driver assistance functionality in\u0000 randomized traffic microsimulation. Although standardized test procedures are\u0000 intended to mimic urban and highway speed profiles for the purposes of\u0000 evaluating fuel economy and emissions, they do not explicitly consider the\u0000 interactions present in real-world driving between the ego vehicle equipped with\u0000 ADAS and other vehicles in traffic. This article presents one approach to\u0000 address the drawback of standardized test procedures for evaluating the fuel\u0000 economy benefits of ADAS technologies. This approach is demonstrated by using a\u0000 microsimulation of a traffic network into which the ego vehicle with the\u0000 proposed driver assistance scheme is embedded for continuous interaction with\u0000 the traffic. The analysis and results from stochastic simulations consider\u0000 variations in the behavioral style of the driver of the ego vehicle and the\u0000 traffic density. Strong variations, up to 10% in the fuel economy benefits, are\u0000 observed between both variations presented in this study and what is obtained in\u0000 typical deterministic evaluations mirroring standard test procedures.","PeriodicalId":45281,"journal":{"name":"SAE International Journal of Commercial Vehicles","volume":null,"pages":null},"PeriodicalIF":0.5,"publicationDate":"2023-05-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41432243","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
京公网安备 11010802042870号
京ICP备2023020795号-1
扫码关注我们
求助内容：
应助结果提醒方式：