Due to the system’s topology, the disengaging bodies experience the same angular velocity as the rear-wheel axle. So, they can reach the angular velocity that corresponds to the vehicle’s maximum speed. A fixed element method (FEM) analysis was conducted to verify whether those bodies could withstand the maximum speed condition. Fig. 10 shows the computed stress distribution.
The FEM analysis determined that the safety factor corresponding to the maximum stress was high enough to conform to the Piaggio standard. At the end of the disengaging process, when the translating body reaches its final position, the disengaging bodies are affected by the same impact condition that the translating body undergoes. Fig. 11 shows the system’s initial and final positions.
Fig. 12 shows the stress distribution in a disengaging body when the translating body reaches its final position. The maximum stress here was found to be at the same position as in the high-speed, stationary condition (see Fig. 10). The maximum value, however, was revealed to be 10 times smaller in the stationary condition.
Fig. 10 - The disengaging bodies’ structural performance and stress distribution under highspeed conditions.
Fig. 11 - The disengaging bodies’ structural performance and the initial and final positions of the transient condition.
Fig. 12 - The disengaging bodies’ structural performance and the stress distribution in the disengaging bodies during the transient condition.
Fig. 13 - The rotating bodies’ structural performance and the modal superposition results.