 surroundings again and again. After some time, Chen Feng concluded that the other party was truly dead.
What a troublesome fellow. Chen Feng shook his head. Then, regaining his bearings, he set off.
This time, Chen Feng did not become lost. By observing at the surrounding starry space, he could tell that he had flown through this place before earlier.
It did not take long before he met Longevity Edge.
“Little Brother, did you catch up to Big Brother?” Upon meeting up with Chen Feng, Longevity Edge quickly asked, anxiousness in his voice.
“What do we do then?” Longevity Edge grew even more anxious.
“It’s fine. Big Brother has his own stroke of serendipity. Besides, with our present level of strength, we’ll be incapable of catching up to him as well,” Chen Feng said with a wry smile.
“There’s no helping it then. Still, I can’t help but feel worried. To think that a Soul Lodge Clan member would try to take over Big Brother’s body. This is so strange. How did Big Brother end up meeting those guys?” Longevity Edge said, a note of pain in his voice.
“Don’t worry, I have already inquired the Longevity Tower about this. According to Tower, Big Brother will be fine.” Chen Feng comforted Longevity Edge.
“Sigh! Let’s head back first.” Longevity Edge then shook his head.
“I also hope that Big Brother will be fine. By the way, Third Brother, you are currently at the Divine Prince level, right?” Chen Feng suddenly asked.
“Yes, what is it?” Longevity Edge was slightly surprised by the question.
“I was just asking. It’s nothing. Let’s go.” Chen Feng shook his head.
“A war chariot, then.” Longevity Edge waved his hand to bring out a war chariot and the two of them entered. The war chariot then flew forward at an incredible speed. Surprisingly, it was even faster than Chen Feng with his Longevity Wings.
“Oh, someone’s up ahead. It’s Divine Prince Iceform,” Chen Feng said.
“Is it? Let me have a look. It really is him.” Longevity Edge grew surprised as well. Quickly, they met up and Divine Prince Iceform entered the war chariot as well.
“Senior, why are you here? How is the situation in the stronghold?” Chen Feng asked Divine Prince Iceform.
“I see. Hopefully, the stronghold is fine.” Chen Feng nodded. He did not notice the ferocious light glinting off Longevity Edge’s eyes behind him.Radio has characteristics that can not be separated in human life and a major contribution to the development of mass communication. Armed with that intention as well as a collection of songs that GES RADIO have, finally … on., GES RADIO have agreed to set up a radio broadcast, with taking GESradio Voice name or by the name Anakim Swarane 1206AM Genah air. Because GES RADIO want to bring the song – the best version of the traditional song that GES RADIO are promoting. In the middle of the plurality of radio broadcasts in Indonesia, GES RADIO want to be different and brought the song – the song and shoot targets lovers of song – the song of its time. But without forgetting to present informative and educative element to the listeners. Not solely is also dominated by Javanese song, first we also like the song keroncong, which is very rare broadcast program owned by another radio station.I have been reviewing my lateral load transfer calculations using your July 2009 newsletter which provides a good summary of the applicable calculations and variable notation scheme for presenting the calculations for elastic, geometric and unsprung load transfer.
It has occurred to me that I am not sure where you, if at all, define the neutral roll axis based on your chosen coordinate system. The x axis is defined as one half rear track (at least that is what I usually use with a beam axle rear) longitudinally with positive forward in the direction of travel and the y axis laterally at one half the average wheelbase with positive y to the driver’s right and z down with the axis system on the ground plane.
I realize you consider the front and rear roll center height locations to be undefined laterally (undefined in y) and I agree with that.
What puzzles me is the calculation of the sprung mass roll angle phi then used to calculate the front and rear elastic load transfer. It's not the calculation or the resulting load transfer that I question, but where you consider the roll angle phi to be located?
I know phi is considered to be the angle of roll around the x axis by definition (SAE axis system) and is usually presented as being around the NRA on a symmetrical car, but do you still consider the NRA and phi to be on the car centerline for a car with, for arguments sake let's say, a high left side percentage which offsets the CG substantially to the left of center when viewed from the rear?
In your video 'Minding Your Anti' you use two diagrams from RCVD from the chapter on wheel loads, one side view to illustrate the locations of the CG, roll centers, roll moment arm and NRA and another for a wheel pair in a banked condition with an offset CG to illustrate your point about how the forces act on these respective point parallel to the ground plane, very effectively in my opinion, and I agree.
Where I am stuck is should there be a correction added to the calculation for roll angle based on a significantly offset CG? You briefly mention in your video that the author talks about this offset but you do not elaborate on this point which is understandable because that was off the topic being presented in the allotted time.
If the NRA and phi remain on the x axis which we have defined as the car track centerline then the sprung weight of the car is acting, in this example, downward at some distance to the left our x axis as viewed from the rear.
If this is so doesn't mS acting at the CG create a moment that would reduce our total sprung moment MeS = mS*ay*rcgsx by an amount equal to mS*(CG offset distance)? Which would then reduce the roll angle and then by definition reduce the elastic load transfers front and rear? In my long ago education in physics I was taught the Torque= ro*F*sin(theta) or that the torque is the cross product of the position vector ro and the force. I have worked this out with the assumption that the position vector goes from the point intersected on the NRA by the moment arm rcgsx to the CG with two forces acting on the CG, that of lateral inertial reaction to lateral acceleration and that of the sprung mass mS acting downward. This results in substantially different values for the roll angle phi and the resulting elastic load transfer front and rear.
Now, to get all this to square with our total vehicle load transfer delta Fz=m*ay*t we would also have to correct total load transfer by an amount m*(CG offset distance).
Considering a simple two-dimensional front-view half-car model (in the y-z plane), the lateral offset of the c.g. (its y coordinate) does result in a roll torque, but only in response to z axis accelerations. (If we like, we can consider gravity to be a form of acceleration, as has become common nowadays.) Y axis (transverse or lateral) ground plane forces act horizontally, and the accelerations that result from them produce inertial reaction forces at the c.g. that likewise have a horizontal line of action.
We can consider the roll moment about the ground plane, which is reacted suspension geometry and by elastic devices (springs and anti-roll bars). We can also consider only the component reacted by the elastic devices, which is commonly represented as moment of the sprung mass inertia force about the roll axis. Either way, if the acceleration is purely horizontal, the centripetal force acts horizontally, and the centrifugal inertia force does too. The moment arm then is simply the vertical (z axis) distance between the two. It doesn’t matter what the y location of the c.g. is.
In more general terms, if we have a force applied to a body at some application point, with some line of action, we can move the application point to any other location along that line of action and the forces and moments on the body will not change.
left wheel pair loads are in cornering on a flat surface, but only because it affects what their values are statically. It does not affect how much they change from static. Having the c.g. toward the inside of the turn is definitely beneficial, because it result in more equal tire loading when cornering. However, it does not accomplish this by reducing load transfer, or roll. It merely introduces a static inequality of loading that partially compensates for the dynamic load transfer.
The action of gravity on the offset c.g. does introduce a moment about the track midpoint, or a greater moment if we take moments about the further contact patch than about the nearer one. This shows up as higher scale readings on the nearer wheels. But this moment does not change in response to a pure y force at the c.g.
With independent suspension, the amount of geometric anti-roll usually varies somewhat depending on the distribution of y axis ground plane force at the contact patches. Since c.g. offset affects this distribution, it can affect front and rear lateral load transfer distribution. However, it is impossible to generalize about such