By Hamid Taghavifar, Aref Mardani
This booklet bargains with the research of off-road motor vehicle dynamics from kinetics and kinematics views and the functionality of auto traversing over tough and abnormal terrain. The authors contemplate the wheel functionality, soil-tire interactions and their interface, tractive functionality of the car, experience convenience, balance over maneuvering, brief and regular kingdom stipulations of the automobile traversing, modeling the aforementioned points and optimization from vigorous and automobile mobility views. This publication brings novel figures for the brief dynamics and unique wheel terrain dynamics at on-the-go condition.
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Extra resources for Off-road Vehicle Dynamics: Analysis, Modelling and Optimization
Sample text
Nv is vertical reaction force from the ground, Te is the engine torque, Tb is Brake torque, Ft Tractive force and Fw wheel ground friction or so called rolling resistance [1]. The schematic figure of wheel under these kinetics of motion is depicted in Fig. 7. The total torque acting on the wheel divided by the moment of inertia of the wheel equals the wheel angular acceleration (deceleration). The total torque consists of engine torque that acts in opposed direction with that of the brake torque and the torque components owing to the tire tractive force and the wheel ground friction force or rolling resistance force.
1996). Super ellipse as tyre-ground contact area. Journal of Terramechanics, 33(3), 125–132. 11. Keller, T. (2005). A model for the prediction of the contact area and the distribution of vertical stress below agricultural tyres from readily available tyre parameters. Biosystems Engineering, 92(1), 85–96. 12. , Tøgersen, F. , & Keller, T. (2008). Modelling effects of tyre inflation pressure on the stress distribution near the soil–tyre interface. Biosystems Engineering, 99(1), 119–133. 13. Wang, X.
Lateral and longitudinal force/deflection behavior is also determined experimentally by applying a force in the appropriate direction. The lateral and longitudinal forces are limited by the sliding force when the tire is vertically loaded. It is appreciated from Fig. 10 that kx > kz > ky that the greatest and lowest tire stiffness are in longitudinal and lateral directions, respectively (Fig. 10). That is a greater force is needed to make a definite displacement in longitudinal and lateral directions.
