Vehicle Dynamics, Handling and Simulation

M.H. Monish Gowda

Hima Kiran Vithal V.
M. S. Ramaiah School of Advanced Studies
Bangalore
What Do We Study ?

Performance
What Do We Study ?

Handling
What Do We Study ?

Ride
 Vehicle Dynamics Learning

• Principles and Theory

• Virtual Modelling and Simulation
• Laboratory Testing
• Outdoor Testing- Prooving Ground
• Accident Investigations
Vehicle Dynamics Learning Resources
 Vehicle Dynamics -Books
• T. Gillespie, Fundamentals of Vehicle Dynamics, 1992, Society of Automotive Engineers (SAE)
• W. Milliken & D. Milliken, Race Car Vehicle Dynamics, 1995, Society of Automotive
Engineers (SAE)
• W. Milliken & D. Milliken, Chassis Design – Principles and Analysis, 2002, Society of
Automotive Engineers (SAE)
• R. Bosch. Automotive Handbook, 5th edition. 2002. Society of Automotive Engineers (SAE)
• J.Y. Wong. Theory of Ground Vehicles, John Wiley & sons, 2001 (3rd edition).
• G. Genta."Motor Vehicle Dynamics. Modeling and Simulation". World Scientific. 1997.
• Heinz Heisler, Advanced Vehicle Technology,Butterworth-Heinmann,Oxford,2002
• Rajesh Rajamani, Vehicle Dynamics and Control, Springer, 2006
• Hans B Pacejka,Tyre and Vehicle Dynamics,Delft University, The Netherlands
• Reza N Jazar, Vehicle Dynamics, Theory and Applications,Springer,2007
• Julian Happien-Smith, An Introduction to Modern Vehicle Design,Butterworth-Heinmann, 2002
• John C Dixon, "Tires, Suspension and Handling" ,Cambridge University Press, 1991
• Rao V Dukkipati and others, Road Vehicle Dynamics, SAE,2008
• Prof. Dr. Georg Rill, Lecture Notes, Vehicle Dynamics, http://homepages.fh-
regensburg.de/%7Erig39165/
• Bruno 'Elvo' Heremans, R/C Car Handling, http://home.tiscali.be/be067749/58/intro.htm
 Vehicle Dynamics Journals
• International Journal of Vehicle Mechanics and Mobility
• International Journal of Vehicle Systems Modelling and
Testing
• Vehicle System Dynamics
• International Journal of Vehicle Design
• Journal of Automobile Engineering
• International Symposium on Advanced Vehicle Control
 Vehicle Dynamics Simulation Software

• MATLAB/SIMULINK
• ADAMS
• Carmaker
• CARSIM
Quarter car model: Bounce Motion

Ms=sprung mass in kg.

Mu= unsprung mass in kg.
Ks=suspension stiffness. N/m
Cs= damping for sprung mass. Ns/m
Kt=tire stiffness. N/m
Zs= displacement of sprung mass into
x direction.
Zu= displacement of unsprung mass
into x direction.
Zr= road excitation.
 Equation of motion:

FBD
 Data:
• Total sprung mass, m=1000kg
• Quarter sprung mass, ms=275kg
• Total unsprung mass, mut=0.12*m=120kg
• Quarter unsprung mass, mu=120/4=30kg
• By taking the natural frequency of sprung mass= 1.2 Hz
• RR=((1.2*2π)^2)*ms=15633 N/m
• ks=RR(6/5) (taking the tyre stiffness kt=5*ks)
• Cc=2√(ks*ms) Ns/m
• ς =0.2
• Cs=ς*Cc Ns/m
 Result:
zet Ks(N/m) Kt/ks Kt(N/m) Cs Max.acc Max.di Settling
a (Ns/m) m/s^2 s time in
In m sec.
0.2 18760 5 93801 908.54 15.4288 0.1670 5

0.3 1362.8 18 0.1555 3.5

0.4 1817.1 20 0.1486 3

0.5 2271.4 21.3244 0.1430 1.5

0.6 2725.6 22.55 0.1371 1.5

0.2 17718 7.5 132880 882.94 17.9064 0.1640 5

0.3 132.4 22.0563 0.1521 3.2

0.4 1765.9 25.2157 0.1444 2.3

0.5 2207.4 27.6863 0.1385 1.5

0.6 2648.8 29.5543 0.1335 1.5

Zet Ks(N/m Kt/K Kt (N/m) Cs Max.acc Max.dsp. Settling
a ) s (Ns/m) . In m time in
(m/s^2) sec.
0.2 17197 10 171970 869.86 20.9469 0.1624 4.5
0.3 1304.8 25.7031 0.1511 3.1
0.4 1739.7 29.8371 0.1418 2
0.5 2174.7 33.2139 0.1350 1.5
0.6 2609.6 35.4550 0.1315 1.2
0.2 16884 12.5 211050 861.9175 23.4888 0.1613 4
0.3 1292.9 29.5146 0.1496 3.1
0.4 1723.8 34.0531 0.1410 2
0.5 2154.8 38.0615 0.1345 1.5
0.6 2585.8 40.9852 0.1298 1.2
0.2 16676 15 250140 856.58 25.8153 0.1607 4
0.3 1284.9 32.891 0.1491 2.5
0.4 1713.2 38.0462 0.1405 2
0.5 2141.5 42.3668 0.1338 1
0.6 1569.7 46.9171 0.1291 1
Simulink-Model
 max.acc. vs kt/ks
50

45

40

35
max.acc. (m/s^2)

zeta=0.2
30 zeta=0.3
zeta=0.4
zeta=0.5
25
zeta=0.6

20

15

10
5 7.5 10 12.5 15
kt/ks (N/m)
 max.dis. vs kt/ks
0.18

0.17

0.16
max.dis. (m)

zeta=0.2
0.15 zeta=0.3
zeta=0.4
zeta=0.5
zeta=0.6
0.14

0.13

0.12
5 7.5 10 12.5 15
kt/ks (N/m)
 setlling vs kt/ks
6

4
setlling (second)

zeta=0.2
3 zeta=0.3
zeta=0.4
zeta=0.5
zeta=0.6
2

0
5 7.5 10 12.5 15
kt/ks (N/m)
Side Half car model - Pitching
ms=sprung mass in kg
muf & mur=front & rear unsprung mass
accordingly.
Ksf & Ksr=front and rear suspension
spring stiffness accordingly.
Csf &Csr=front & rear damper
accordingly.
Ktf &Ktr=front & rear tire stiffness
accordingly.
L=wheel base.
b= distance to front axle from CG.
c= distance to rear axle from CG.
ϴ= pitch angle.
Zrf &Zrr= front & rear road excitation
accordingly.
 FBD
For sprung mass bounce:

For sprung mass pitching:

Front Unsprung mass: Rear Unsprung mass:
Equations of motion
 Data:
• Total sprung mass, m=1000kg
• Half sprung mass, ms=m/2=500kg
• Total unsprung mass, mut=0.12*m=120kg
• Quarter unsprung mass, muf and mur, =120/4=30kg
• L= 2.4 m
• t= wheel track = 1.4 m
• Weight distribution 55% on front , 45% on rear.
• b=0.45*L =1.08 m
• c= L- b =1.32 m
• Iyy= ms*b*c = 712.80 kg m^2
• msf = mass on front = ms*c/L=275 kg
• msr = mass on rear = ms*b/L=225 kg
• By taking the natural frequency of front sprung mass fnf= 1.2 Hz
• RRf=((1.2*2π)^2)*msf= 15633.45 N/m
• Ksf= RRf*(6/5)=18760 N/m (Taking the Ktf = 5*Ksf)
• Ktf=5*Ksf=93800.7 N/m
• Ccf=2√(Ksf*msf) = Ns/m
• ς = 0.2
• Csf=ς*Ccf = 908.54 Ns/m
• RRr =RRf/0.5 = 31266.9 N/m
• Ksr = RRr*(6/5) = 37520.28 N/m (Taking Ktr = Ksr)
• Ktr=5*Ksr = 187601.4
• Ccr=2√(Ksr*msr) Ns/m
• Csr=ς*Ccr = 1162.20 Ns/m
 Result:
zeta 0.2 0.3 0.4 0.5 0.6
Csf (Ns/m) 908.54 1362.8 1817.1 2271.4 2725.6
RRf/RRr 0.5
RRr (N/m) 31267
Fnr Hz 1.8762
Ksr (N/m) 37520
Ktr (N/m) 187600
Csr (Ns/m) 1162.2 1743.3 2324.4 2905.5 3486.6
ϴ (rad) 0.0543 0.0508 0.0481 0.0462 0.0446
ϴ (degree) 3.1114 2.9108 2.7561 2.6472 2.5555
ϴ 1.2589 1.2440 1.2388 1.1824 1.1303
frequency
Z, in m 0.0923 0.0857 0.0806 0.0772 0.0749
Z, 1.2589 1.2440 1.2388 1.1626 1.1495
frequency
zeta 0.2 0.3 0.4 0.5 0.6

Csf (Ns/m) 908.54 1362.8 1817.1 2271.4 2725.6

RRf/RRr 0.75

RRr (N/m) 20845

Fnr Hz 1.5319

Ksr (N/m) 25014

Ktr (N/m) 125070

Csr (Ns/m) 948.93 1423.4 1897.9 2372.3 2846.8

ϴ (rad) 0.0542 0.0503 0.0476 0.0455 0.0439

ϴ (degree) 3.1056 2.8822 2.7274 2.6071 2.5154

ϴ 1.1551 1.1339 1.1645 1.1640 1.1655

frequency
Z, in m 0.0924 0.0861 0.0816 0.0780 0.0755

Z, 1.2551 1.2473 1.2399 1.1587 1.1479

frequency
zeta 0.2 0.3 0.4 0.5 0.6

Csf (Ns/m) 908.54 1362.8 1817.1 2271.4 2725.6

RRf/RRr 0.77

RRr (N/m) 20303

Fnr Hz 1.5119

Ksr (N/m) 24364

Ktr (N/m) 121820

Csr (Ns/m) 936.53 1404.8 1873.1 2341.3 2809.6

ϴ (rad) 0.0542 0.0503 0.0475 0.0455 0.0437

ϴ (degree) 3.1056 2.8822 2.7217 2.6071 2.5040

ϴ 1.2029 1.1700 1.1911 1.1419 1.1419

frequency
Z, in m 0.0924 0.0861 0.0816 0.0781 0.0758

Z, 1.2405 1.2238 1.2482 1.1418 1.1957

frequency
zeta 0.2 0.3 0.4 0.5 0.6

Csf (Ns/m) 908.54 1362.8 1817.1 2271.4 2725.6

RRf/RRr 1

RRr (N/m) 15633.45

Fnr Hz 1.3266

Ksr (N/m) 18760

Ktr (N/m) 93801

Csr (Ns/m) 821.8 1232.7 1643.6 2054.5 2465.4

ϴ (rad) 0.0545 0.0504 0.0474 0.0452 0.0435

ϴ (degree) 3.1228 2.8879 2.71602 2.5899 2.4925

ϴ 1.2507 1.1518 1.1422 1.1122 1.0850

frequency
Z, in m 0.0921 0.0862 0.0813 0.0786 0.0759

Z, 1.2277 1.1943 1.2090 1.2135 1.1578

frequency
zeta 0.2 0.3 0.4 0.5 0.6

Csf (Ns/m) 908.54 1362.8 1817.1 2271.4 2725.6

RRf/RRr 1.25

RRr (N/m) 12507

Fnr Hz 1.1866

Ksr (N/m) 15008

Ktr (N/m) 75041

Csr (Ns/m) 735.04 1102.6 1470.1 1837.6 2205.1

ϴ (rad) 0.0549 0.0505 0.0475 0.0451 0.0433

ϴ (degree) 3.1457 2.8936 2.7217 2.5842 2.4810

ϴ 1.3118 1.2561 1.2316 1.1567 1.0437

frequency
Z, in m 0.0918 0.0861 0.0818 0.0788 0.0763

Z, 1.1933 1.2306 1.1325 1.1567 1.2068

frequency
zeta 0.2 0.3 0.4 0.5 0.6

Csf (Ns/m) 908.54 1362.8 1817.1 2271.4 2725.6

RRf/RRr 1.5

RRr (N/m) 10422

Fnr Hz 1.0832

Ksr (N/m) 12507

Ktr (N/m) 62534

Csr (Ns/m) 671 1006.5 1342 1677.5 2013

ϴ (rad) 0.0553 0.0508 0.0474 0.0450 0.0431

ϴ (degree) 3.1686 2.9108 2.7160 2.5785 2.4696

ϴ 1.2554 1.3232 1.2637 1.2368 1.1735

frequency
Z, in m 0.0913 0.0857 0.0818 0.0788 0.0768

Z, 1.1485 1.1938 1.1821 1.1647 1.1735

frequency
Simulink Model
 theta vs RRf/RRr
3.4

3.3

3.2

3.1

3
theta (degree)

zeta=0.2
2.9 zeta=0.3
zeta=0.4
2.8 zeta=0.5
zeta=0.6

2.7

2.6

2.5

2.4
0.5 0.75 0.77 1 1.25 1.5
RRf/RRr
 bounce vs RRf/RRr
0.095

0.09

0.085
bounce (m)

zeta=0.2
zeta=0.3
zeta=0.4
0.08 zeta=0.5
zeta=0.6

0.075

0.07
0.5 0.75 0.77 1 1.25 1.5
RRf/RRr (N/m)
Front half car model: Rolling:
msf=sprung mass in kg
mufl & mufr= left & right unsprung
mass accordingly.
Ksfl &Ksfr= left & right suspension
spring stiffness accordingly.
Csfl &Csfr= left & right damper
accordingly.
Ktfl &Ktfr= left & right tire stiffness
accordingly.
L=wheel base.
t= wheel track.
S= lateral separation between
suspensions.
b= distance to front axle from CG.
c= distance to rear axle from CG.
φ = roll angle.
Zrfl &Zrfr= left & right road
excitation accordingly.
 FBD:
For sprung mass bounce.

For sprung mass roll

Unsprung mass left Unsprung mass right
Equations of motion
 Data:
• Total sprung mass, m=1000kg
• Mass division is 55% on front and 45% on rear.
• Total unsprung mass, mut=0.12*m=120kg
• Quarter unsprung mass, mufl and mufr, =120/4=30kg
• L= 2.4 m
• t= wheel track = 1.4 m
• S= t-0.2=1.2m
• b=0.45*L =1.08 m
• c= L- b =1.32 m
• sprung mass front, msf=m*c/L=550kg.
• sprung mass rear, msr=m*b/L=450 kg.
• Height of vehicle = 1.5m
• Ixxf= 0.25*msf*t*height of vehicle= 288.75 kg m^2
• By taking the natural frequency of sprung mass= 1.2 Hz
• RRf=((1.2*2π)^2)*(msf/2)= 15633.45 N/m
• Ksfl= RRf*(6/5)=18760 N/m (Taking the Ktfl = 5*Ksfl)
• Ktfl=5*18760=93800.7 N/m
• Ksfr=Ksfl
• Ktfr=Ktfl
• Ccf=2√(Ksfl*(msf/2)) Ns/m
• ς =0.2
• Csfl=ς*Ccf = 908.54 Ns/m
• Csfr=Csfl
• RRr =RRf/0.77 N/m
• Ksrl = RRr*(6/5) N/m = 24363.8 N/m(Taking Ktfr = Ksfr)
• Ktrl=5*Ksrl
• Ksrr=Ksrl
• Ktrr=Ktrl
• Ccr=2√(Ksrl*(msr/2)) Ns/m
• Csrl=ς*Ccr = 936.53 Ns/m
• Csrr=Csrl
 Result:
For front half model:
zeta Φ(rad.) Φ(degree) Φ,freq Φ,Setlling Z,bounc Z,Frequ Z,Setllin
front uency (sec.) e,(m) ency g (sec.)

0.2 0.1133 6.4920 1.0660 5.75 0.6592 1.1663 6

Now considering the antiroll bar.
10,000 N/m 10,00,00 N/m 20,000 N/m 8000 N/m
Zeta 0.2 0.2 0.2 0.2
Φ (rad.) 0.1076 0.068 0.1019 0.1089
Φ (degree.) 6.1654 3.8964 5.8387 6.2399
Φ, frequency 1.3861 2.7525 1.5227 1.2528
Φ, setlling. 6 6.5 6 6
(sec.)
Z, bounce, 0.0841 0.096 0.1 0.0816
(Z)
Z, frequency. 1.4675 2.2810 1.6123 1.3592
Z, setlling. 7 17-18 9-10 7
(sec.)
Ksfl 28760 118760 38760 26760
Ksrl 28760 118760 38760 26760
 Result:
For rear half model:

zeta Φ(rad.) Φ(degree) Φ,freq Φ,Setlling Z,bounc Z,Frequ Z,Setllin

rear. uency (sec.) e,(m) ency g (sec.)

0.2 0.1134 6.4982 1.3442 4.5 0.0658 1.4058 5

Simulink Model

• Ksfl = 18760 + 8000 N/m
• Ksfr = 18760 + 8000 N/m
• Ktfl = 93800 N/m
• Ktfr =93800 N/m
• Csfl = 908.53 Ns/m
• Csfr = 908.53 Ns/m
Data
• Ksrl = 24364 N/m
• Ksrr = 24364 N/m
• Ktrl = 121820 N/m
• Ktrr = 121820 N/m
• Csrl = 936.53 Ns/m
• Csrr = 936.53 Ns/m
 Importance of roll center position:
Lateral force Fy acting on CG of sprung mass.
 Data:
• Ksfl = 18760 + 8000 N/m • Ksrl = 24364 N/m
• Ksfr = 18760 + 8000 N/m • Ksrr = 24364 N/m
• Ktfl = 93800 N/m • Ktrl = 121820 N/m
• Ktfr =93800 N/m • Ktrr = 121820 N/m
• Csfl = 908.53 Ns/m • Csrl = 936.53 Ns/m
• Csfr = 908.53 Ns/m • Csrr = 936.53 Ns/m

• Total sprung mass, ms=1000kg

• Total unsprung mass, mut=0.12*m=120kg
• Quarter unsprung masses,
• mufl = mut / 4 = 30 kg
• mufr = 30kg
• Murl = 30 kg
• Murr = 30 kg
• (where mufl, mufr, murl, murr are the unsprung masses for front and
rear.)
• t = wheel track = 1.4 m
• S= t-0.2 = 1.2m (lateral separation)
• b = 1.08 m
• c = b/0.8 = 1.35m
• Wheel base L= b+c
• Roof height hv = 1.5 m
• Ixx = 0.25*ms*t*hv = 525 kg m^2 (roll inertia)
• Iyy = ms*b*c kg m^2 (pitch inertia)
• hcg = 0.5 m (Sprung mass CG height)
• hfrc = 0.08 m (front roll center height)
• hrrc = hfrc/0.8 m
• sprung mass front, msf=m*c/L kg
• sprung mass rear, msr=m*b/L kg.
• RRf = (Ksfl*Ktfl)/(Ksfl+Ktfl) N/m
• RRr = RRf/0.77 N/m
 v=20 km/h
1.03

1.02

1.01

1 b/c=0.7
phi (degree)

b/c=0.8
b/c=0.9
0.99 b/c=1
b/c=1.1
b/c=1.2
0.98

0.97

0.96
0.7 0.8 0.9 1 1.1 1.2
hfrc/hrrc
 v=30 km/h
2.33

2.31

2.29

2.27

b/c=0.7
phi (degree)

2.25
b/c=0.8
b/c=0.9
2.23
b/c=1
b/c=1.1
2.21 b/c=1.2

2.19

2.17

2.15
0.7 0.8 0.9 1 1.1 1.2
hfrc/hrrc
 v=40 km/h
4.1

4.05

4 b/c=0.7
phi (degree)

b/c=0.8
b/c=0.9
b/c=1
3.95 b/c=1.1
b/c=1.2

3.9

3.85
0.7 0.8 0.9 1 1.1 1.2
hfrc/hrrc
 v=50 km/h
6.5

6.45

6.4

6.35

6.3
b/c=0.7
phi (degree)

b/c=0.8
6.25
b/c=0.9
b/c=1
6.2
b/c=1.1
b/c=1.2
6.15

6.1

6.05

6
0.7 0.8 0.9 1 1.1 1.2
hfrc/hrrc
 v=60 km/h

9.2

9.1

9
b/c=0.7
phi (degree)

b/c=0.8
b/c=0.9
8.9
b/c=1
b/c=1.1
b/c=1.2
8.8

8.7

8.6
0.7 0.8 0.9 1 1.1 1.2
hfrc/hrrc
 Yaw moment:
yaw vs caf/car at v=20 km/h
1.15

1.1

1.05

1
yaw angle (degree)

0.95 b/c=0.8
b/c=0.9
0.9 b/c=1
b/c=1.1
b/c=1.2
0.85

0.8

0.75

0.7
0.8 0.9 1 1.1 1.2
Caf/Car
 yaw vs caf/car at v=30km/h
2.7

2.5

2.3
yaw angle (degree)

b/c=0.8
2.1 b/c=0.9
b/c=1
b/c=1.1

1.9 b/c=1.2

1.7

1.5
0.8 0.9 1 1.1 1.2
Caf/Car
ADAMS Modelling for Vehicle Simulation

3D-Track Models
Single Bump Condition

Vertical Accln. Vs Time

57
Pitch Condition

Vertical Accln. Vs Time

58
Roll Condition

Vertical Accln. Vs Time

59
Heave Condition

Vertical Accln. Vs Time

60
Warp Condition

Vertical Accln. Vs Time

61
Front Suspension Ride Analysis
Rear Suspension Ride Analysis
Front Suspension Roll Analysis
Rear Suspension Roll Analysis
Steer Analysis
Demo-1: Forces Acting at the tires
Acceleration -performance
Spinning of vehicle
Traction simulation
Braking- simulation
Antilock braking simulation
Simulations

Suspension Simulation

Understeer simulation
Oversteer simulation
Lane-change simulation
Vehicle Dynamics Test Facility
Vehicle Centre of Gravity
c b

Wf
Wr W

Wfs= Wc/L
Wrs=Wb/L
 Height of CG

Wf
W

Wr
• Wf= Wfs –W (h/L) (can be written as tan)
• h= (L/W)[Wfs-Wf](1/tan]
• L= Wheel Base Length
• W= Total weight in N
• Wfs= Load on front wheel on level ground= Wc/L in N
• Wf= Load on front wheel when raised by  angle in N
 Vehicle Inertia

Vehicle Inertia Measuring Machine

 VIMM
The VIMM will measure all 10 inertia parameter of a Vehicle:
- Vehicle mass
- Moments of Inertia Ixx, Iyy, Izz
- Center of Gravity
- Deviation Moments Ixy, Ixz, Iyz
System Architecture
Power Train Inertia
 Drive Train Inertia
CW CCW

Engine clutch Gear PS FD Axle Wheel

Te Tc Tg Tps Tfd Ta Tw
Je Jc Jg  Ng Jps  Jfd  Nf Ja  Jw 

Tnet= Te-{(Je +Jc+ Jg  Ng+Jps +Jfd  Nf+Ja +Jw ) +c +k)}

 Drive Train Inertia
Te N tf tf ax
Fx   {( I e  I t ) N tf2  I d N 2f  I w }
r r2
g
ax  [ Fx  Rx  DA  W sin   Rhx ]
W
Te N tf tf a
Ma x  [  {( I e  I t ) N tf2  I d N 2f  I w } 2x  Rx  DA  W sin   Rhx ]
r r
ax Te N tf tf
Ma x  {( I e  I t ) N tf  I d N f  I w } 2  [
2 2
 Rx  DA  W sin   Rhx ]
r r
Te N tf tf
ax  [  Rx  DA  W sin   Rhx ] /( M  M r )
r
Ta = Torque on the axles
Fx = Tractive force at the ground
r = Radius of the wheels
Iw = Rotational inertial of the wheels and axles shafts
w = Rotational acceleration of the wheels
Id = Rotational inertia of the drive shaft
d = Rotational acceleration of the drive shaft
Nf = Numerical ratio of the final drive
 Drive Train Inertia

Attach pdf from Engine inertia folder

Springs
 Damper

Damping Ratio:  =0.2 to 0.4

Damper
Damper
Elastomers
Elastomers Characteristics
Elastomer Testing
Steering Test Rig
Four Post Road Simulation System

• Durability Testing
• Squeak and Rattle Testing
• Noise Vibration and Harshness Testing
Suspension System Test System
Wheel and Brake Assembly Test Rig
Tyre Testing
Kinematics and Compliance
Vehicle Testing
Prooving Ground
 Rectilinear and Rotational Motion
Rectilinear Rotational
Displacement- x Angular Displacement-
Velocity- v=dx/dt Angular velocity -=d/dt
Acceleration =a=dv/dt=d2x/dt2 Angular Acceleration==d2/dt2
Mass-m Mass moment of inertia-J=mk2
Force =F=ma Torque= T= J
Linear velocity V Angular Velocity= r
Linear Acceleration a Angular Acceleration= r
V=DN, =2N, P=2NT =T= FV, Impulse= Ft= mv; Inertia= ma=J
 Inertia

1. Area moment of Inertia

2. Polar moment of Inertia
3. Mass moment of Inertia
Area Moment of Inertia
 Bending Equation
M E 
 
I R y
From the general beam bending equation, M is the bending moment, I is the second
moment of area, sigma is tensile and compressive bending stress, y is the perpendicular
distance from the neutral axis, E is Young's modulus of elasticity, and R is radius of
curvature.
 Torsion Equation

T G 
 
J L r
Moments of Inertia-Car