Modelling, simulation, and experimental verification of the kinematics and dynamics of a double wishbone suspension configuration

Abstract

This paper describes the non-linear modelling of a double wishbone suspension developed to investigate the non-linear kinematics and dynamics in the closed, spatial kinematic chain configuration. Analytical and ADAMS models are generated and kinematic and dynamic characteristics of the models are investigated. The analytical model of the suspension mechanism is an idealized four degree-of-freedom (DOF) model, with suspension members considered as rigid links and bushings taken as linear spring—damper elements. The simulation results of the model subjected to a virtual kinematics and compliance (K&C) test are compared with results generated by an ADAMS model, developed based on parameters obtained from the vehicle manufacturer, subjected to the same virtual test. The experimental K&C testing on the test vehicle presents a method of capturing the kinematic characteristics of the suspension mechanism. The comparison of the simulation and experimental results presented shows that the models are capable of simulating the characteristics of the pre-existing suspension configuration of the test vehicle.

Reduction of Multibody Dynamic Models in Automotive Systems Using the Proper Orthogonal Decomposition

“…5(a). The ability to adjust many aspects of its kinematics makes the double-wishbone suspension popular on high-performance vehicles [18]; its load-handling capabilities also make it suitable for use on the front axle of medium-and heavy-duty vehicles [19]. The upper and lower control arms are connected to the wheel carrier with spherical joints (S) and to the chassis with revolute joints (R).…”

The effect of half-shaft torsion dynamics on the performance of a traction control system for electric vehicles

“…This is the range of interest of this simulation model. Beyond these limits, there could be modal interactions with the longitudinal motion of the wheel relative to the chassis, due to suspension compliance, usually in the region of 40-100 Hz [26]. Figure 3(a)), relevant to vehicle drivability, and a slip ratio close to the one corresponding to the peak value of tyre longitudinal force (σ = σ PEAK -0.01, Figure 3(b)).…”

Elastokinematics of a rectilinear rear independent suspension

“…Nasada 12 and Kang et al 13 studied the K&C characteristics of the MPS by taking into account the stiffness of the elastic parts, such as the shock absorber strut and the bushings. Sancibrian et al, 14 Kim et al 15 and Cherian et al 16 carried out many studies involving kinematic analysis, optimization and experiments of the double-wishbone suspension. Considering the elasticity of the links and the rubber bushing, Knapczyk and Maniowski 17,18 established the elastokinematic model of a multi-link suspension according to the static equilibrium equations and compatibility equations.…”