Given the likely adhesion conditions, the powertrain will drive all axles.
Suspension geometry design and assessment
Steering design
Turning circle
When the vehicle is cornering, each wheel must go through a turning circle. The outer turning circle, is to our main subject of interest. This calculation is never precise because when a vehicle is cornering the perpendiculars via the centres of all wheels never intersect at the curve centre point (Ackermann condition). Additionally, while the vehicle is moving, certain dynamic forces will always arise that will eventually affect the cornering manoeuvre (MAN,2000).
The formula used.
Vehicle Model T31, 19.314 FC
Wheelbase lkt = 5000 mm
Front axle Model V9-82L
Tyres 315/80 R. 22.5
Wheel 22.5 x 9.00
Track width s = 2058 mm
Scrub radius r0 = 58 mm
Inner steer angle ?i = 50.0°
Outer steer angle ?a = 30°30' = 30.5°
1. Distance between steering axes
Calculations 17 lkt
Outer turning circle j js a0 I r0
r0 r0
TDB-172
j = s - 2r0 = 2058-2 58
j = 1942
Therefore
Theoretical value for outer steer angle
3. Steering deviation
4. Turning circle radius
Axle load calculation
Performing an axle load calculation
To optimise the vehicle and achieve the correct superstructure ratings, an axle load calculation is essential. The body can be matched properly to the truck only if the vehicle is weighed before any body building work is carried out. The weights obtained in the weighing process are to be included in the axle load calculation. The following section will explain an axle load calculation. The moment theorem is used to distribute the weight of the equipment to the front and rear axles. All distances are with respect to the theoretical front axle centreline.
Weight is ever used in the sense of weight force (in N) in the following formulae but in the sense
Braking and dynamics control
The braking system will comprise of the following components;
Parking/Secondary Piston
Service/Retarding Piston
Friction Discs
Steel Plates
Actuating Springs
Cooling Oil in
Cooling Oil Out
It will be...
(2010), One of the most challenging problems in off-road vehicle dynamics control is related with development of new generation of systems that aimed at the simultaneous optimization of performance, safety, as well as mobility. The level of progress in this domain is closely associated with the fusion of driveline as well as the braking and steering control on the basis of intelligent architecture. This system has a) Multi-level architecture of integrated off-road vehicle control: Controlling systems as well as vehicle properties as intelligent agents, decision-making process.B) Fusion of control systems: Control philosophy of which is integrated electronic stability program, system's torque vectoring, as well as active front steering from viewpoint of vehicle performance and stability.
Maximum speed calculation
Vehicle Model T42, 27.414 DFAK
Tyre size 295/80 R. 22.5
Rolling circumference 3.185 m
Transmission ZF 16S151 OD
Transmission ratio in lowest gear 13.80
Transmission ratio in highest gear 0.84
Minimum engine speed at maximum engine torque 900/min
Maximum engine speed 1900/min
Ratio for transfer case VG 1700/2 in on-road applications 1.007
Ratio for transfer case VG 1700/2 in off-road applications 1.652
Final drive ratio 4.77
References
Catapillar (2001). 769D-Off-Highway Truck. http://xml.catmms.com/servlet/ImageServlet?imageId=C199012
Ivanov V, Shyrokau B, Augsburg K, Vantsevich V (2010)System Fusion in Off-Road Vehicle Dynamics Control09/2010; in proceeding of: Joint 9th Asia-Pacific ISTVS Conference, at Sapporo, Japan
MAN (2009).vehicle calculations
Rafael, M, a. Lozano, J. Cervantes, V. Mucino, C.S. Lopez-Cajun (2009).A method for powertrain selection of heavy-duty vehicles with fuel savings. International Journal of Heavy Vehicle Systems
Rafale, M., Sanchez, M., Muchino, V., Cervantes, J. And Lozano, a., (2006). Impact of Driving Styles on Exhaust Emissions and Fuel Economy from a Heavy-Duty Truck: Laboratory Tests. International Journal of Heavy Vehicle Systems, Vol.13 No.1/2. pp.56-73.
