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Linear analysis and corresponding vehicle tests have been used since the late 1950's to help understand the directional response of automobiles and commercial vehicles. This work is now well accepted, and linear terms such as understeer gradient and response time are descriptors routinely used to characterize vehicle performance in the linear range. This paper assesses the use of various levels of complexity in linear models. It verifies that, for steady state measures such as understeer gradient, all important effects can be handled quasistatically and a two degree of freedom model is adequate. The paper then illustrates situations in which the roll degree of freedom can be important for transient calculations, and assesses the changes in calculated transient results deriving from the addition to the model of time lags in lateral tire force buildup.

The success of agricultural and construction machinery owes a great deal to the effective use of fluid power. Most fluid power systems are configured with a positive displacement fluid pump that is large enough to meet the flow requirements of many work circuits. Different work functions require a variety of fluid flow and pressure values to provide the desired operation. System branches, therefore, must include specialized flow and pressure regulating valves. The development of a mathematical model of a fluid flow control valve follows.

An exploratory concept for a chassis suspension system for improving the operator ride comfort of an agricultural tractor is presented in this paper. The first section of the paper describes the criteria and concepts that have been incorporated into the design of a hybrid leading and trailing arm chassis suspension system. The second section of the paper discusses the evaluation of this suspension system and its parameters by simulating nine (9) different tractor and nine (9) different tractor-plow models, derived from the various combination of suspension configurations and operator cab locations. A generalized mechanical system simulation program is utilized to predict the dynamic linear transfer function behavior of each vehicle model. With frequency domain analysis techniques and the Fast Fourier Transform (FFT) algorithm, the dynamic vehicle response to the ISO 5007 Smooth Track excitation is computed.

Pressure waves in hydraulic systems can cause control valves to become un-stable during operation and also contribute to vibration and noise. These undesirable pulses must be filter-filtered out or at least reduced in magnitude, in order to optimize the performance of fluid power systems and their controls. Reduction in pressure wave amplitude also reduces wear and damage to system parts [13].* The fluid pump is usually the primary source of pressure pulsations. These waves travel throughout the fluid system. Therefore, it becomes advantageous to reduce the amplitude of the pressure waves as close to the source as possible [16]. A method of reducing the pressure waves by use of a carefully selected volume in the flow line is described. A successful mathematical means of sizing the desired attenuator volume is outlined. The mathematical model can be used with any computer simulation program. Some of these are mentioned by Bowns and others [1,2,3,4,5,6,7,18,19].

Both tilt table testing and the calculation of so-called Critical Sliding Velocity (CSV) have the goal of determining conditions wherein a vehicle can be tripped by sideways impact with an obstacle and roll exactly one-quarter turn. This paper first reviews the mechanics associated with each of these metrics, verifying that (i) the tangent of the measured tilt table angle can be expected to yield a metric less than but closely related to T/2h, and (ii) CSV calculations are by and large dependent only on the vehicle's calculated cg height h and the ratio T/2h. The paper then addresses what we view to be an important related issue: How well do the mechanics of these measures and/or calculations carry over to calculations related to incidents which include more than one-quarter turn? We approach this question by extending the derivation of the CSV calculation to compute initial sideways velocities V2 needed to initiate a tripped roll of more than one-quarter turn.