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Sketch Model

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mahsa
37 diapositives · 540 Views · Jul 26, 2014

This project involves the simulation of a car suspension system using advanced computer-aided design techniques. It analyzes various aspects such as the moment of inertia, mass distribution, and spring-damping properties under different scenarios, including changes in velocity and center of gravity. The study showcases how different input parameters affect suspension performance, displacement, and oscillation behavior, ultimately leading to optimized design recommendations for enhanced vehicle stability and passenger comfort. Findings cover multiple cases, demonstrating significant insights into the dynamics of car systems.

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  1. Camp-g simulation of car suspension system ME -270 Advance Computer aided design of dynamic system Prof. j. granda FALL 2007final project date : 21 december 2007 Created By Pramod Krishnani Pawan Sagar

  2. Sketch Model

  3. Bond Graph

  4. Initial Parameters • Moment of Inertia of Car = J = 20 K-m2 • Mass of Car = 200 Kg • Distance of front axle from the center of gravity = a = 0.5 meter • Distance of Rear Axle from the center of gravity = b = 0.5 meter • Spring factor at rear wheel suspension = Kr = 1000 N/m • Damping factor at rear wheel suspension =Rr = 300 N-s/m • Spring factor at front wheel suspension = Kf = 1000 N/m • Damping factor at front wheel suspension = Rf = 300 N-s/m • Velocity input at the rear wheel due to bump = Vr_in = 0 m/s • Velocity input at the front wheel due to bump = Vf_in = 0 m/s

  5. CASE 1 :: Change velocity of Car • Velocity changed to • 10 mph • 20 mph • 40 mph • 60 mph • 100 mph

  6. Graph of Displacement of Rear and Front suspension • Velocity of a car = 10 mph

  7. Velocity of a car = 20 mph

  8. Velocity of a car = 40 mph

  9. Velocity of a car = 60 mph

  10. Velocity of a car = 100 mph

  11. CASE 2 :: Design of Spring and Damping properties

  12. Observation Number 1

  13. Observation Number 2

  14. Observation Number 3

  15. Observation Number 4

  16. Observation Number 5

  17. CASE 3 :: Changes made in position of Center of Gravity

  18. Moving C.G. closer to Front Axle

  19. Observation Number 1

  20. Observation Number 2

  21. Moving C.G. closer to Rear Axle

  22. Observation Number 3

  23. Observation Number 4

  24. Case 4 :: Giving a Bump to the Vehicle

  25. Lower Bump

  26. Observation Number 1

  27. Observation Number 2

  28. Observation Number 3

  29. Upper Bump

  30. Observation Number 4

  31. Observation Number 5

  32. Observation Number 6

  33. Case 5 :: Car with consideration of the Passenger

  34. Initial Parameters • Moment of Inertia of Car = J = 20 K-m2 • Mass of Car = 200 Kg • Mass of Man = 20 Kg • Distance of front axle from the center of gravity = a = 0.5 meter • Distance of Rear Axle from the center of gravity = b = 0.5 meter • Distance of man from the center of gravity = c = 0.3 meter • Spring factor below the seat of the man = Ks = 0.000001 N/m • Spring factor at rear wheel suspension = Kr = 1000 N/m • Damping factor at rear wheel suspension =Rr = 300 N-s/m • Spring factor at front wheel suspension = Kf = 1000 N/m • Damping factor at front wheel suspension = Rf = 300 N-s/m • Velocity input at the rear wheel due to bump = Vr_in = 0 m/s • Velocity input at the front wheel due to bump = Vf_in = 0 m/s

  35. Results of case 5

  36. Conclusion • From Case 1, we can say that as we increase the velocity from 10 to 100 mph the displacement of the front axle suspension and the rear axle suspension increases. But comparing the rear axle suspension with the front axle suspension, we can say that the rear axle is always having more displacement than the front axle suspension displacement. • From Case 2, we have designed the best Damper and spring properties for the case of a car having a weight of 200 Kg of weight. The Kf =Kr=2000 N/m,Rf=Rr =1800 N-s/m

  37. Conclusion • From Case 3, we changed the center of gravity of the car towards the forwards position and we could see that the suspension at the rear portion was less loaded and thus gave less oscillations than the front one. The opposite happened for the case when we shifted the center of gravity towards the rear axle. • From Case 4, we gave a lower bump and we could see that there was a sudden oscillation increase at the starting time and it kept constant for some time. The same results happened for the upper bump but the graph was having oscillation in the positive direction. • From Case 5, we studied the oscillation of the seat of the passenger and we could conclude that with the initial parameters the oscillation in the seat will nullify after 12 to 13 seconds.