Vehicle Dynamics

Winter 2006
CEE 320

CEE 320
Steve Muench
 Outline

1. Resistance
a. Aerodynamic
b. Rolling
c. Grade
2. Tractive Effort
3. Acceleration
4. Braking Force
5. Stopping Sight Distance (SSD)
Winter 2006
CEE 320
 Main Concepts

• Resistance
• Tractive effort
• Vehicle acceleration
• Braking
• Stopping distance

F  ma  Ra  Rrl  Rg
Winter 2006
CEE 320
 Resistance

Resistance is defined as the force impeding

vehicle motion
1. What is this force?
2. Aerodynamic resistance
3. Rolling resistance
4. Grade resistance

F  ma  Ra  Rrl  Rg
Winter 2006
CEE 320
 Aerodynamic Resistance Ra

Composed of:
1. Turbulent air flow around vehicle body (85%)
2. Friction of air over vehicle body (12%)
3. Vehicle component resistance, from radiators
and air vents (3%)

Ra  C D A f V 2
2

PRa  C D A f V 3

2
Winter 2006

ft  lb
CEE 320

1 hp  550
from National Research Council Canada sec
 Rolling Resistance Rrl

Composed primarily of
1. Resistance from tire deformation (90%)
2. Tire penetration and surface compression ( 4%)
3. Tire slippage and air circulation around wheel ( 6%)
4. Wide range of factors affect total rolling resistance
5. Simplifying approximation:
Rrl  f rlW
 V 
PR rl  f rlWV f rl  0.011  
 147 
Winter 2006

ft  lb
CEE 320

1 hp  550
sec
 Grade Resistance Rg

Composed of
– Gravitational force acting on the vehicle

Rg  W sin  g θg
For small angles, sin  g  tan  g
Rg  W tan  g Rg

tan  g  G
θg W
Rg  WG
Winter 2006
CEE 320
 Available Tractive Effort

The minimum of:

1. Force generated by the engine, Fe
2. Maximum value that is a function of the
vehicle’s weight distribution and road-tire
interaction, Fmax

Available tractive effort  min  Fe , Fmax 

Winter 2006
CEE 320
 Tractive Effort Relationships
Winter 2006
CEE 320
 Engine-Generated Tractive Effort
Fe = Engine generated tractive effort
reaching wheels (lb)
• Force
Me = Engine torque (ft-lb)
M e 0 d
Fe  ε0 = Gear reduction ratio

r ηd = Driveline efficiency
r = Wheel radius (ft)

• Power
 ft  lb  torque  ft  lb  engine rpm
hp  550    2
 sec  550  sec 
60 
 min 
Winter 2006
CEE 320
 Vehicle Speed vs. Engine Speed

2rne 1  i 
V
0

V = velocity (ft/s)
r = wheel radius (ft)
ne = crankshaft rps
i = driveline slippage
ε0 = gear reduction ratio
Winter 2006
CEE 320
 Typical Torque-Power Curves
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CEE 320
 Maximum Tractive Effort

W
 lr  f rl h 
• Front Wheel Drive Vehicle Fmax  L
h
1
L

• Rear Wheel Drive Vehicle W

 l f rl h 
f

Fmax  L
h
1
L
• What about 4WD?
Winter 2006
CEE 320
 Diagram
R
a
h

R ma
rlf

h
W W
f
F
bf θg
lf
R
rlr

lr W
L r F
br
Winter 2006

θg
CEE 320
 Vehicle Acceleration

• Governing Equation

F   R   m ma

• Mass Factor
(accounts for inertia of vehicle’s rotating parts)

 m  1.04  0.0025 02
Winter 2006
CEE 320
 Example
A 1989 Ford 5.0L Mustang Convertible starts on a flat grade from a dead
stop as fast as possible. What’s the maximum acceleration it can
achieve before spinning its wheels? μ = 0.40 (wet, bad pavement)

1989 Ford 5.0L Mustang Convertible

Torque 300 @ 3200 rpm

Curb Weight 3640
Weight Distribution Front 57% Rear 43%
Wheelbase 100.5 in
Tire Size P225/60R15
Gear Reduction Ratio 3.8
Driveline efficiency 90%
Center of Gravity 20 inches high
Winter 2006
CEE 320
 Braking Force

• Front axle W  lr  h   f rl  
Fbf max 
L

• Rear axle
W l f  h   f rl  
Fbr max 
L
Winter 2006
CEE 320
 Braking Force

l r  h   f rl  front
• Ratio BFR  
l f  h   f rl  rear

g max
• Efficiency b 

Winter 2006
CEE 320
 Braking Distance
 b V12  V22 
• Theoretical S
– ignoring air resistance 2 g b   f rl  sin  g 

• Practical V12  V22 For grade = 0

d V12  V22
a  d
2 g   G  2a
• Perception g 

• Total
d p  V1t p
Winter 2006

ds  d  d p
CEE 320
 Stopping Sight Distance (SSD)

• Worst-case conditions
– Poor driver skills
– Low braking efficiency
– Wet pavement
• Perception-reaction time = 2.5 seconds
• Equation
2
V1
SSD   V1t r
a 
2 g   G 
g 
Winter 2006
CEE 320
 Stopping Sight Distance (SSD)

from ASSHTO A Policy on Geometric Design of Highways and Streets, 2001

Note: this table assumes level grade (G = 0)

Winter 2006
CEE 320
 SSD – Quick and Dirty
1. Acceleration due to gravity, g = 32.2 ft/sec2
2. There are 1.47 ft/sec per mph
3. Assume G = 0 (flat grade)

d
V12  V22

1.47  V12    0

1.47 2

1
 V  1.075
2 V2
 1.075
V2
2 g  a g  G  2  32.211.2 32.2  0  2 11.2 11.2 a
d p  1.47  V1  t p  1.47Vt p

V2
d s  1.075  1.47Vt p
a
V = V1 in mph
Winter 2006

a = deceleration, 11.2 ft/s2 in US customary units

CEE 320

tp = Conservative perception / reaction time = 2.5 seconds

CEE 320
Winter 2006
 Primary References

• Mannering, F.L.; Kilareski, W.P. and Washburn, S.S. (2005).

Principles of Highway Engineering and Traffic Analysis, Third
Edition). Chapter 2

• American Association of State Highway and Transportation

Officals (AASHTO). (2001). A Policy on Geometric Design of
Highways and Streets, Fourth Edition. Washington, D.C.
Winter 2006
CEE 320