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BMA4723 Vehicle Dynamics Chap 1
BMA4723 Vehicle Dynamics Chap 1
In the period of early 1900s There had been sporadic attempts to make the vehicle ride decently, but little had been done. The rear passengers still functional as ballast, stuck out behind the rear wheels. Steering was frequently unstable and the front axle with front brakes made shimmy almost inevitable. The engineers had made all the parts function excellently, but when put together the whole was seldom satisfactory. Pick from Reminiscenes of Maurice Olley
Vehicle Dynamics
Broadest sense encompasses all form of conveyance ships, airplanes, trains, rubber-tired vehicles Principles are diverse and extensive
Vehicle Dynamics
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Performance of the vehicle The motions accomplished in accelerating, braking, cornering and ride A response to forces imposed Study of how and why the forces are produced Handling and directional changing performance
Vehicle Dynamics
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Two level of understanding: Empirical : derives from trial and error by which one learns which factors influence vehicle performance often lead to failure Analytical : describe the mechanics of interest based on the known laws of physics so that the analytical model can be established predictive capability
Introductory Terminology
Wheel Base Wheel Track Sprung/Unsprung weight Curb/Lumped weight Center of gravity height Weight distribution Axis System
Wheel Track
Front track
The linear dimension between the rotational planes of the front wheels on a vehicle.
Rear track
The linear dimension between the rotational planes of the rear wheels on a vehicle.
Production vehicles may use either equal, or dissimilar dimensions for front and rear track. Rear track may be greater than, equal to, or less than front track.
Wheel track, with cg height, affects weight transfer during cornering and influences the roll-over potential. Wheel track must be appropriate to end up with a reasonable weight transfer at the limits of cornering.
Wheel Base
The linear dimension between the front and rear wheels on each side. Production vehicles, for obvious reasons, use square vehicles (same L & R dimension)
The linear dimension between the front and rear axle centerlines. Wheel base affects weight transfer during acceleration and braking.
Curb/Lumped Weight
Curb/Lumped weight
The weight of the vehicle, fueled and prepared with all liquids and equipment w/o passengers. The vehicle as weighed. Always consider in design the limits of vehicle weight and analyze at curb wt. and fully laden. For acceleration, braking, and most tuning analysis
Sprung/Unsprung Weight
Sprung weight
The vehicle masses that are supported by the vehicle springs. Sprung weight moves indirectly with the road surface. Body, passengers, parts of drive train, and parts of suspension.
Unsprung weight
The vehicle masses that are directly driven by tire input forces. Unsprung weight moves directly with the road surface. Wheels, tires, brakes, some suspension etc. For ride analysis
Center of gravity
Center of Gravity
The theoretical point in the X, Y, Z planes where all the mass could be located and the weight distribution of the vehicle would remain unchanged. Cg height affects weight transfer during braking, acceleration and cornering. 1st approximation
Wt long
a hcg ! w g L
Wt lat
a hcg ! w g t
Weight Distribution
Tractive forces during acceleration are a function of % weight on the drive wheels during acceleration (including weight transfer) Tractive forces required at each axle set during braking are affected by static weight and weight transfer. Brake design choices may be in part affected by brake requirements of each axle.
Euler Angles
Relate the vehicle fixed coordination system to the earth fixed coordination system. Determined by a sequence of three angular rotations. Yaw [around z axis] Pitch [around y axis] Roll [around x axis]
Translational systems
Fx ! Ma x Fx is force in the x direction M is mass of the body a x is acceleration in the x direction
d d Fx ! M v ! P dt dt P is linear momentum
Rotational systems
! I xx y
DA ha
W/g a x
W sin 5
R hz dh
Road gradient
B
xf
W cos 5
Fxf b W L
h R hx c
xr
hh Fxr Wr
Traction Force
Rolling Resistance
So,
W W ! (W c cos5 R hx h h - R hz d h a x h g h a W h sin5) /L
and
W Wr ! (W b cos5 R hx h h - R hz (d h L) a x h g h a W h sin5) /L
c Ws ! W L b Wrs ! W L
Motion Analysis : Low Speed Acceleration For road gradient = 0 No Drag force No trailer hitch forces
c ax h ax h ! Wfs W Wf ! W L g L g L b ax h ax h ! Wrs W Wr ! W L g L g L
Motion Analysis : Loads on Grades Grade defined as the rise over the run Grade = Tan (grade angle)
h c h W ! W 5 ! W s W 5 L L L h b h Wr ! W 5 ! Wrs W 5 L L L
Motion Analysis
The curb weight of a Continental 4 door Sedan without passengers or cargo are 1049 kg on the front axle and 599.6 kg on the rear. The wheel base, L is 2768.6 mm. Determine the location of the cg to the front wheel and rear wheel.
Motion Analysis A Taurus GL sedan with 3.0L engine accelerates from a standing start up a 6 percent grade at an acceleration of 1,83ft/s2. Find the load distribution on the axles at this condition.
Relevant Data : Curb weight (front) = 884 kg Curb weight (rear ) = 497.6 kg Wheel base, L = 2692.4 mm Passenger weight = 90 kg Passenger weight distribution: Front 49% Rear 51% CG height, h = 508 mm