ME560 Lecture Notes

Monday, August 23, 2010
6:04 PM
Introduction Page 1
Introduction Page 2
Linear eq example
6:23 PM
Introduction Page 3
Introduction Page 4
Introduction Page 5
Mechanical sys modeling
Wednesday, August 25, 2010
5:56 PM
Introduction Page 6
Introduction Page 7
Introduction Page 8
Introduction Page 9
Introduction Page 10
Gear systems
6:05 PM
Linear acceleration
lin
6:28 PM
linear acceleration Page 1

Linear Accel including rotational inertia
Wednesday, September 01, 2010
5:57 PM

Monday, September 13, 2010
5:42 PM

Manual transmission
5:58 PM
• Achieve max velocity for a particular engine

• Achieve starting, based on grade or acceleration
• Match engine characteristics for fuel economy and acceleration

Steady state tractive force vs velocity
6:31 PM

Automatic transmission
5:44 PM
• Consists of a torque converter and a gear box

• Torque converter consists of turbine, impeller, stator
Pasted from <http://www.ultimateconverter.com/tcdiagram.jpg>

Traction limited acc
6:18 PM

Recall, from force model, rear weight due to a tractive force Fx, low
speed acceleration,

Solid rear axle, locking diff, or independent rear suspension, diff on
frame

Solid front axle, non locking diff

braking
6:21 PM
braking Page 1
Deceleration with wind resistance
braking Page 2
braking Page 3
braking Page 4
Braking mechanics
6:00 PM
The leading shoe, or right side is the energizing side while the following
shoe, or left side is the de-energized side. Most of the braking torque
comes from the energized side, and wear is not the same on both
shoes.
braking Page 5
braking Page 6
braking Page 7
Brake proportioning
5:32 PM
All of the previous braking analysis assumed there wasn't any weight
transfer, and that there were no rotating components. A real vehicle
has both.
The max braking force on the front and rear wheels can never exceed
the normal force times the friction coefficient
braking Page 8
braking Page 9
So, brake proportioning is determined by the vehicle's properties such
as static weight on wheels, cg vertical height, and wheelbase.
braking Page 10
braking Page 11
braking Page 12
Braking efficiency
5:43 PM
braking Page 13
Just because decel gs are less than peak friction coefficient doesn't
mean the analysis is valid. We must continue….
braking Page 14
braking Page 15
Pedal force gain
6:17 PM
braking Page 16
braking Page 17
Brake pedal gain analysis
5:58 PM
Consider the following brake pedal assembly for a hydraulic brake
Braking Page 1
Pasted from <http://secure.chassisshop.com/partlist/5662/>
Braking Page 2
Pasted from <http://secure.chassisshop.com/partdetail/1215/>
Braking Page 3
Road Loads
Monday, October 04, 2010
5:39 PM
Assumptions
• Incompressible flow for aero
• Bernoulli's eqn applies
• Vehicle speeds do not exceed 100 mph
component Cd
Total body .275
Wheels and wells .1
cooling .025
protuberances .025
total .425
car .3-.35
van .3-.35
truck .4-.45
Semi truck / w trailer .6-.7
Road Loads Page 1

Semi truck / w trailer .6-.7
Road Loads Page 2

Rolling Resistance
Tire and road both deform. Tire must climb up

"hill" during rotation
Road Loads Page 3

concrete Medium-hard surface
car .015 .08
truck .012 .06
TOTAL ROAD LOADS, INCLUDING GRADE
Road Loads Page 4

Example:
A heavy truck, W=72,500 lbf, is being driven in Denver. Co. Ta=55F and
Pa=26 in Hg. Truck dimensions are 8 x 13.5 ft. Cd=.65 and V=67 mph.
What is rl hp>?
Road Loads Page 5

Road Loads Page 6
Road Loads Page 7
Ride
Wednesday, October 06, 2010
6:15 PM
These road excitation sources can be the road itself, the tire and wheel.
The driveline, even the engine, but we only study the road itself.
Roads
Vertical motion Page 1

1/4 sdof model
5:42 PM
• Take 1/4 of vehicle

• Neglect the compliance of the tire

How to correlate acutal vehicle to theo model

2 dof model
5:44 PM
2 dof model is still for 1/4 vehicle

• Sprung mass, damper, spring
• Unsprung mass, wheel compliance

So, we want a suspension, that in terms of vertical ride, gives us
attenuation around the sprung natural frequency, and a wheel hope
frequency that is high enough to where we never operate near it.
-we want a damping high enough to control resonance, but still provide
attenuation.
-the tire should follow the road under normal conditions

Pitch and Bounce
Wednesday, October 27, 2010
5:29 PM
This is how much time it takes for a bump to hit the front wheel, then the rear
wheel.

At the pitch frequencies, we won't feel any bounce at the center of gravity, even
though the 1/4 vehicle model says we will. This is wheelbase filtering.
This model is too complicated. We choose to neglect unsprung mass,

tire compliance, and damping.

We solve these two coupled deqs by assuming a solution, then solving
to see if our assumption was correct…..

So, yes, we have solved for z/fi with omega1 and omega2, but what
does this mean….physically?

Olley criteria
Wednesday, November 03, 2010
5:43 PM
• Olley criteria determines pleasant ride

• Kf 30%less than kr for 50 50 weight distribution
• This turns out to be around 10-12 % lower sprung natural
frequency in front
• When calculating p9itch and bounce frequencies,they should be
close together, with bounce somewhere around 20% higher than
pitch
• Dynamic index: DI= k^2/b/c is around 1 for most passenger cars
• P9tch and bounce frequencies should not exceed 1.3-1.5 hz, and
the static deflections should be larger than 6 inch

Low speed turning
6:42 PM
lateral motion Page 1

Because of slip, ackerman angle and steering angle are not the same

High speed turning
5:53 PM
Suspension effects on turning

• Bicycle model not enough we need to consider suspension
• Main definition is the roll moment or roll couple

Turning model
6:32 PM

So, weight is being taken from the inside wheel and placed on the
outside wheel, and the weight transfer is a function of the torsional roll
stiffness in the front and the rear. Increasing the front roll stiffness will
increase the front roll moment, and increasing the rear roll stiffness will
increase the rear roll moment.

These two graphs show the cornering stiffness as a function of slip
angle and normal weight. As weight transfer occurs from the inside to
outside wheel, the average cornering stiffness decreases, thus
increasing the slip angle for a given lateral load.

It is hard to compare this steering equation to the bicycle
model, so we need to simplify. If all you want is to
calculate the steering angle, then leave in this form.

Now, we have to terms that influence steering angle:
understeer gradient (K) and lateral load transfer gradient
(Kllt).

Anti sway bars
6:22 PM

Camber change
6:31 PM

Roll Steer
Monday, November 29, 2010
5:39 PM
When a vehicle rolls, there may be a change in the angle

of the tire with respect to the centerline of the vehicle
due to the design of the suspension. This can cause roll
steer.

If ef is greater than er the vehicle will understeer, and if
er is greater than ef the vehicle will oversteer. This is the
contribution of suspension kinematics to steering angle.
Every vehicle has some roll steer due to the design of the
suspension.

Tractive forces
Monday, November 29, 2010
6:00 PM

•
Term1: This is the ackerman angle influenced by front
tractive force. Increasing fxf here will decrease delta.
Term 2. This is just the understeer gradient we found
with the standard bicycle model.
Term 3. This is the tractive force influence on steering
angle. Increasing the front tractive force decreases the
steering angle while increasing the rear tractive force
increases the steering angle.

Suspension and suspension
design
McPherson strut front and rear
Front wheel drive, rear suspension McPherson strut
McPherson strut independent front suspension
Double A arm front, McPherson stru rear
Double A arm front independent suspension
Lexus double arm front suspension
Maserati double A arm front suspension with ER shock
•Parallel A arm
•Top/Bot ratio
60%
Hond Rear suspension, FWD, double a arm
Lotus double a arm suspension
Solid axle, Hotchkiss with leaf spring
Solid front and rear, training arm
4 link solid axle rear suspension
4 link solid axle rear suspension
Independent front and rear
•Front: Double a arm
•Rear: RWD with double a arm
Swing Axle
Swing axle
Definitions
Steering systems
Upright/Kingpin
Suspension Components
Inboard Shock Suspension

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Monday, August 23, 2010

linear acceleration Page 1

linear acceleration Page 3

linear acceleration Page 6

• Achieve max velocity for a particular engine

linear acceleration Page 7

linear acceleration Page 9

• Consists of a torque converter and a gear box

Pasted from <http://www.ultimateconverter.com/tcdiagram.jpg>

linear acceleration Page 10

linear acceleration Page 13

linear acceleration Page 16

linear acceleration Page 17

linear acceleration Page 18

Consider the following brake pedal assembly for a hydraulic brake

Road Loads Page 1

Road Loads Page 2

Tire and road both deform. Tire must climb up

Road Loads Page 3

TOTAL ROAD LOADS, INCLUDING GRADE

Road Loads Page 4

Road Loads Page 5

Vertical motion Page 1

• Take 1/4 of vehicle

Vertical motion Page 3

Vertical motion Page 5

2 dof model is still for 1/4 vehicle

Vertical motion Page 12

Vertical motion Page 17

Vertical motion Page 18

This model is too complicated. We choose to neglect unsprung mass,

Vertical motion Page 20

Vertical motion Page 22

Vertical motion Page 25

• Olley criteria determines pleasant ride

Vertical motion Page 28

lateral motion Page 1

lateral motion Page 2

Suspension effects on turning

lateral motion Page 6

lateral motion Page 10

lateral motion Page 12

lateral motion Page 13

lateral motion Page 15

lateral motion Page 16

lateral motion Page 17

lateral motion Page 19

When a vehicle rolls, there may be a change in the angle

lateral motion Page 21

lateral motion Page 22

lateral motion Page 23

lateral motion Page 24

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