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Table 8. The results of the GRA for bushing of suspension.

Table 8 The results of the GRA for bushing of suspension.

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Figure 2. Experimental results of vertical velocity, roll angular velocity and pitch angular velocity in time and frequency domain.
Figure 2. Experimental results of vertical velocity, roll angular velocity and pitch angular velocity in time and frequency domain.
Table 1. Variable, operating ranges and error of constant radius test (ISO 4138) [9].
Table 1. Variable, operating ranges and error of constant radius test (ISO 4138) [9].
Figure 3. Experimental results of constant radius test for left wheel, right wheel and average wheel.
Figure 3. Experimental results of constant radius test for left wheel, right wheel and average wheel.
Figure 4. Model of Renault Logan and its subsystems in ADAMS/CAR [8].
Figure 4. Model of Renault Logan and its subsystems in ADAMS/CAR [8].
angle in order to keep the stability of the vehicle when he is moving in a constant radius The result of experimental tests and software simulations has been compared with eacl other in step steer input test (Figure 5(c-e)). The responses of the vehicle to step steering input confirm the speed of response, vehicle stability in step steer input test and precious: ness of steering. Also, this figure shows yaw velocity of vehicle versus time (Figure 5(c)). A the initial moment of steering wheel angle input, lateral forces due to the lateral accelera tion, are exerted at the front suspension (Figure 5(d)). These forces are generated becaus: the vehicle is in turn-in situation. These forces push the car toward the outside of the roac corner according to vehicle inertia m - ay. Furthermore, this figure presents steering whee angle versus time which is related to the vehicle handling. According to Figure 5(e), by variation of steering wheel angle input (24 degrees), the vehicle has a maximum latera acceleration and yaw velocity of 4 (m/s?) and 8 (deg/s), respectively. Ae ae Ate ge thts Ganwen Anstiwnc sha eiesc ceaeswtan dl até oO feN\ cha eokéisls haw Shad ae ewes
angle in order to keep the stability of the vehicle when he is moving in a constant radius The result of experimental tests and software simulations has been compared with eacl other in step steer input test (Figure 5(c-e)). The responses of the vehicle to step steering input confirm the speed of response, vehicle stability in step steer input test and precious: ness of steering. Also, this figure shows yaw velocity of vehicle versus time (Figure 5(c)). A the initial moment of steering wheel angle input, lateral forces due to the lateral accelera tion, are exerted at the front suspension (Figure 5(d)). These forces are generated becaus: the vehicle is in turn-in situation. These forces push the car toward the outside of the roac corner according to vehicle inertia m - ay. Furthermore, this figure presents steering whee angle versus time which is related to the vehicle handling. According to Figure 5(e), by variation of steering wheel angle input (24 degrees), the vehicle has a maximum latera acceleration and yaw velocity of 4 (m/s?) and 8 (deg/s), respectively. Ae ae Ate ge thts Ganwen Anstiwnc sha eiesc ceaeswtan dl até oO feN\ cha eokéisls haw Shad ae ewes
Table 2. The implementations configuration of Taguchi method.
Table 2. The implementations configuration of Taguchi method.
Table 3. The results of Taguchi tests to for six objective functions. normal Renault Logan suspension. The optimum setting of A2B, C3D2E; F3G2H31,J3K3L2 is considered for vehicle suspension. Results of handling tests are depicted in Figure 6(a-c). As can be indicated in Figure 6(a-c) side slip angle and body roll angle reduced signifi- cantly which indicates improvement in the performance of suspension system in different manoeuvres. The comparison of roll and pitch angular accelerations of chassis is depicted in Figure 6(e,f). This figure indicates that the vibration of roll and pitch angular accelera- tions in optimum design is less than normal Renault Logan car and using GRA is enhanced the behaviour of the vehicle in this case. Moreover, there is a suitable agreement between results of optimum and normal Renault Logan. This validates the accuracy of utilising GRA for design of an optimum vehicle suspension.
Table 3. The results of Taguchi tests to for six objective functions. normal Renault Logan suspension. The optimum setting of A2B, C3D2E; F3G2H31,J3K3L2 is considered for vehicle suspension. Results of handling tests are depicted in Figure 6(a-c). As can be indicated in Figure 6(a-c) side slip angle and body roll angle reduced signifi- cantly which indicates improvement in the performance of suspension system in different manoeuvres. The comparison of roll and pitch angular accelerations of chassis is depicted in Figure 6(e,f). This figure indicates that the vibration of roll and pitch angular accelera- tions in optimum design is less than normal Renault Logan car and using GRA is enhanced the behaviour of the vehicle in this case. Moreover, there is a suitable agreement between results of optimum and normal Renault Logan. This validates the accuracy of utilising GRA for design of an optimum vehicle suspension.
Table 4. Optimum design based on GRA.
Table 4. Optimum design based on GRA.
Table 5. The locations and bounds of bushing parameters. decreased amount of the bushing average and its 15% increased amount. Changing the properties of the bushing affects the objective functions which are considered as ride and handling qualities. For optimising the bushing, Taguchi and GRA are used to receive the bushing attributes by which the car has the optimum behaviour. Nine experiments are con- sidered for Taguchi approach, which are indicated in Table 6. The number of three levels of parameters in Table 6 are related to the values of each parameter indicated in Table 5. Then, rms of roll angle of vehicle chassis in constant radius test and rms of roll angle of vehicle chassis in double lane change test are considered as two of five objective functions. These two objective functions evaluate the handling behaviour of vehicle. Roll angular a: |, a: ae a: a: a ae i a ey << ne: ie: i, a <a, a ae
Table 5. The locations and bounds of bushing parameters. decreased amount of the bushing average and its 15% increased amount. Changing the properties of the bushing affects the objective functions which are considered as ride and handling qualities. For optimising the bushing, Taguchi and GRA are used to receive the bushing attributes by which the car has the optimum behaviour. Nine experiments are con- sidered for Taguchi approach, which are indicated in Table 6. The number of three levels of parameters in Table 6 are related to the values of each parameter indicated in Table 5. Then, rms of roll angle of vehicle chassis in constant radius test and rms of roll angle of vehicle chassis in double lane change test are considered as two of five objective functions. These two objective functions evaluate the handling behaviour of vehicle. Roll angular a: |, a: ae a: a: a ae i a ey << ne: ie: i, a <a, a ae
Table 6. The implementations configuration of Taguchi method for bushing investigation.
Table 6. The implementations configuration of Taguchi method for bushing investigation.
a, © Sl > The most sensitive parameters of bushing are presented in Table 8. According to Tabk is evid ent that damping coefficient, bushing type, spring stiffness and bush property onsidered as four dominant factors in determining the performance of vehicle. Mo ver, the optimum bushing design based on this quality is determined as M, N; P3Q3. T neans t or M (d. hat ride and handling of the vehicle would ogan ( ion (Q1), N (spring stiffness) in the third leve ‘enault Logan (N1), P (bushing property) is in t be improved by considering the paran amping coefficient) in the first level with — 15% decrease of average value of Rena N s/m) (M1), Q (bushing type) in the first level with just change the front susp« with —15% decline of normal value he third level with bushing property o: 1 the direction of rotation (P3). Moreover, the bushing properties are ranked from lst th which declares the most prominent bushing Ist), and least important, which is bushing property (4th). PS ee, oe eh a en ee. A es ie nS Ls ee ee: | een be parameters, which is damping coeffici
a, © Sl > The most sensitive parameters of bushing are presented in Table 8. According to Tabk is evid ent that damping coefficient, bushing type, spring stiffness and bush property onsidered as four dominant factors in determining the performance of vehicle. Mo ver, the optimum bushing design based on this quality is determined as M, N; P3Q3. T neans t or M (d. hat ride and handling of the vehicle would ogan ( ion (Q1), N (spring stiffness) in the third leve ‘enault Logan (N1), P (bushing property) is in t be improved by considering the paran amping coefficient) in the first level with — 15% decrease of average value of Rena N s/m) (M1), Q (bushing type) in the first level with just change the front susp« with —15% decline of normal value he third level with bushing property o: 1 the direction of rotation (P3). Moreover, the bushing properties are ranked from lst th which declares the most prominent bushing Ist), and least important, which is bushing property (4th). PS ee, oe eh a en ee. A es ie nS Ls ee ee: | een be parameters, which is damping coeffici
The optimum rms values of vertical acceleration (0.2265 g) and rms of roll angle of vehi- cle body (3.7743 deg), which present the ride qualities of suspension, are compared with typical data of Renault Logan (0.2286 g, 3.7996 deg, respectively). The responses of ride comfort tests are presented in Table 9. They are obtained by using multi-body dynamics simulation (ADAMS/CAR) model of Renault Logan. Considering the results of Table 9, GRA improved the performance of the car.
The optimum rms values of vertical acceleration (0.2265 g) and rms of roll angle of vehi- cle body (3.7743 deg), which present the ride qualities of suspension, are compared with typical data of Renault Logan (0.2286 g, 3.7996 deg, respectively). The responses of ride comfort tests are presented in Table 9. They are obtained by using multi-body dynamics simulation (ADAMS/CAR) model of Renault Logan. Considering the results of Table 9, GRA improved the performance of the car.
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