Spring 2014 Due Date: Apr 15

MAE 258 HW 1

TA: Matt Klein mpklein@ucdavis.edu

Goal
Build a simple model of a conventional vehicle to simulate its acceleration performance. The effect of various parameters on acceleration performance can then be studied.

Vehicle Model
The differential equation for the performance of the vehicle is given below in Equation 1. If all parameters were linear, an analytical solution could be derived, but unfortunately this is not the case. Instead, numerical methods can be used to approximate the solution of the governing differential equation.
(Eq. 1)

The available engine output torque for a given engine speed is listed below in Table 1. Real engines are unable to produce torque at zero rpm, and require some form of slip coupling to allow vehicle acceleration from a rest. To simplify modeling, the hypothetical engine data in Table 1 produces considerable torque at zero engine speed, alleviating the need for a slip coupling. The easiest way to utilize this data in Matlab is to use the interp1 function to interpolate the table, returning an engine torque for any engine speed.
Table 1: Engine Performance Data

Engine Speed (RPM) 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000

Engine Torque (Nm) 78 112 134 147 158 165 162 159 160 165 165 161 151

Spring 2014 Due Date: Apr 15

MAE 258 HW 1

TA: Matt Klein mpklein@ucdavis.edu

The conventional vehicle to be modeled has a 5-speed manual transmission with the ratios listed below in Table 2. Torque produced by the engine is multiplied by this gear ratio (GR), then again by the final drive ratio (FD). This torque is then transformed into a force which propels the vehicle by dividing by the wheel radius (rw). Additional vehicle parameters can be found in Table 3.
Table 2: 5-Speed Manual Transmission Ratios

Gear 1 2 3 4 5

Gear Ratio (GR) 3.785 1.945 1.500 0.994 0.780

Table 3: Vehicle Parameters

Symbol m g Cd Af FD rw

Parameter Vehicle Mass Acceleration of Gravity Drag Coefficient Frontal Area Density of Air Final Drive Ratio Wheel Radius

Value 1200 kg 9.81 m/s2 0.3 2 m2 1.2 kg/m3 4.11 0.32 m

The aerodynamic drag of the vehicle can be estimated as a function of velocity, as shown in Equation 2. From analysis of units, it is clear that the input velocity is in m/s.
(Eq. 2)

The combined rolling resistance of the vehicles tires can also be estimated as a function of velocity, as shown in Equation 3. Again, the velocity must be input with units of m/s. [ ( )]
(Eq. 3)

Spring 2014 Due Date: Apr 15

MAE 258 HW 1

TA: Matt Klein mpklein@ucdavis.edu

Deliverables
Part I: Vehicle Performance
Build a model of the hypothetical vehicle described in the previous section. The model should accelerate from a rest to its maximum speed, starting in 1st gear, and shifting through gears to keep the engine speed below its maximum of 6000rpm. You may assume gear shifting occurs instantaneously, and you may neglect tire traction limitations. An Euler forward time stepping method should be sufficient, but advanced users can feel free to use Simulink and the ode45 solver. 1. Plot the following: a. Vehicle speed vs. time b. Engine speed vs. time c. Rolling resistance and aerodynamic drag vs. velocity 2. Determine the following: a. 0-100km/hr acceleration time b. Maximum speed (is this gear limiting or drag limiting?)

Part II: Parametric Study

Modeling and simulation are powerful tools for optimizing the performance of a vehicle without the physical vehicle being built. A parametric study records the change in vehicle performance when one or more parameters are varied. For this study, the final drive ratio (FD) will be varied resulting in changes in 0-100km/hr acceleration and maximum velocity. 1. Plot the following: a. 0-100km/hr acceleration time vs. FD ratio b. Maximum speed vs. FD ratio 2. Determine the following: a. What FD ratio produced the fastest 0-100km/hr acceleration? What is the maximum speed at this FD ratio? b. What FD ratio produced the maximum vehicle speed? What is the 0-100km/hr acceleration time at this FD ratio?