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This paper deals with the development of a 3.5 tonne carrying double wishbone front suspension for a low floor LCV. It is a novelty in this class of vehicles. It has a track width of 1810 mm and it has a recirculating ball steering system. The steering mechanism has been arranged so that the steering angle could reach to 48° that is a very effective angle in that vehicle range. This results as a lower turning radius which indicates a better handling for the vehicle. The steering and the front suspension system here have been optimized in terms of comfort and handling by using DOE (design of experiments) based on sequential programming technique. In order to achieve better suspension and steering system geometry, this technique has been applied. The results have been compared with the benchmark vehicle.

The aim of this paper is to have a realistic simulation to estimate the real test scenario with respect to durability. A bus fatigue analysis results were realized by the Hexagon Studio Vehicle Dynamics Team. The measurements were taken by the test team on the Altoona test ground to provide input for fatigue analysis. The acceleration data were taken from four wheels’ hub. In addition, the reference acceleration data were taken from the midpoint CG (center of gravity) of the vehicle body to compare the characteristics of the vehicle on the Altoona road with the output of the fatigue analysis. Firstly, the fatigue model must be set up for fatigue analysis. For this analysis, the flexible body was given by durability team. The axle components were assembled to flexible body. The Adams durability model was created. This processed data of RLD (road load data) provides input to the Adams fatigue analysis.

This paper deals with the durability life for the new development of the rear axle of a light commercial vehicle (LCV) which has been in the market. The test fixture has been constructed for the MTS bench tests. Simultaneously the ADAMS/View model of the rear axle has been created. The force-displacement graphs obtained from the bench tests and from the ADAMS/View simulation have been compared to each other. The fatigue tests have been performed at 2.5 g bump condition and it has been possible to simulate the low and high loads. The aim of this study has been to validate the test fixture and the test conditions.

In this paper, an active anti-roll bar system has been created. A nonlinear rollover model on a Yaw/Roll model with nonlinear tire is used to describe the vehicle dynamics for a quasi LCV (Light Commercial Vehicle) and its rollover prevention system, and the rollover predictor based on a Time-To-Rollover (TTR) Index have been investigated. Also, anti rollover controller has been implemented. Modeled system has been tested for its roll stability under various maneuvers. In the behavior of the vehicle with active anti-roll bar the vehicle roll angle is reduced and limited a safe range. According to Human Machine Interface theory, when a person drives he/she reacts due to his/her feeling inputs from the environment, so this results a closed loop control. For this scope, also a human perception model and a washout algorithm have been realized to clarify how the human perceives roll instability maneuvers.

This paper deals with an active roll controller (ARC) of a load-dependent LCV (light commercial vehicle), since they are frequently inclined in rollover accidents because of the high CG (centre of gravity), inaccurate loading. Therefore, nowadays electronic stability program (ESP) function has also been integrated in them. The ARC algorithm was realized, depending on an equivalent active torque formation by an actuator against the existing roll moment in the opposite direction to stabilize and/or avoid the roll and/or rollover, simulated to assess objectively.