DOCSLIB.ORG

Modelling the Dynamics of a Three-Wheeled Racecar: 2 a Pilot

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Modelling the Dynamics of a Three-Wheeled Racecar: 2 a Pilot Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 3 May 2018 doi:10.20944/preprints201805.0074.v1 1 Technical Note 2 Modelling the Dynamics of a Three-wheeled Racecar: 3 A Pilot Study to Establish the Feasibility of 4 Developing a ‘Delta’ Configuration Performance Car 5 Rebecca Margetts 1,* 6 1 University of Lincoln; [email protected] 7 * Correspondence: [email protected]; Tel.: +44-1522-837951 8 9 Abstract: This paper presents a preliminary study of the dynamics of a ‘delta’ configuration three- 10 wheeled sports car, based on a Reliant Robin chassis. Stiffness and damping values to give this 11 vehicle ‘sporty’ ride dynamics have been proposed. Other dynamic qualities such as rollover and 12 steady-state cornering have also been investigated, and then verified using Carmaker® simulation 13 software. The car performs far better than the Robin in steady-state analyses, but simulation 14 indicates that transient maneuvers such as braked corners can still cause the vehicle to roll. Remedial 15 actions such as lowering the center of gravity are suggested. However, much of the data used in 16 these analyses is assumed, and should be updated as the design progresses. Since the standard 17 calculations used in this report are intended for four-wheeled vehicles, there is scope to develop a 18 more detailed transient model to fully describe the unique dynamics of three-wheeled vehicles and 19 develop design guidelines more suited to them. 20 Keywords: vehicle; dynamics; handling; ride; simulation; bond graphs; bond-graphs 21 22 1. Introduction 23 Electric cars are an active area of research and development, offering personal mobility with 24 higher efficiency and lower emissions than existing internal combustion engine vehicles [1]. 25 MIBRID Ltd. – an Electric Vehicle company situated in Lincolnshire - are developing a three-wheeled 26 electric sports car called the Mayfly, shown in Figure 1. It is designed to be ‘low-cost, stylish, strong, 27 and light … suitable for the unique roads of Britain’ [2] and it has the following specifications: 28 • Plug-in electric vehicle 29 • Hybrid capacitor/li-ion battery system 30 • Three wheels with three independent motors (3 x 10kw approx. 40bhp) 31 • Lightweight composite body (under 500kg) 32 • Two seats 33 • Hatchback with room for the everyday. 34 Model-based design offers the opportunity to investigate the dynamics of the car – and the 35 effects on comfort and handling – while the design is still at an early, fluid stage. Using computer 36 modelling techniques allows the design to be optimized before investing in physical prototype 37 vehicles, and minimizes the risk of the final product having unforeseen undesirable qualities. In the 38 case of the Mayfly, there are two immediate areas for concern: 39 • The use of in-hub motors yields a higher ‘unsprung mass’ than seen in conventional cars, which 40 can adversely affect handling. 41 • Three-wheeled vehicles are associated with rollover, tipping, and ‘spinning out’ in turns. 42 This report therefore details the development of handling models and proposes adjustments to 43 the suspension, tyres and weight distribution to yield performance appropriate to a sports car. 44 © 2018 by the author(s). Distributed under a Creative Commons CC BY license. Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 3 May 2018 doi:10.20944/preprints201805.0074.v1 45 46 47 Figure 1. The Mayfly [2]. 48 49 2. Background 50 2.1. Three-Wheeled Vehicles 51 Three-wheeled cars can take one of two configurations: the ‘delta’ (one wheel at the front and 52 two at the back) or the ‘tadpole’ (two wheels at the front and one at the back), shown in Figure 2. 53 They can be highly economical: using three wheels instead of four can significantly reduce the weight 54 of a vehicle, improving its power consumption. For ‘delta’ cars, using one wheel at the front for 55 steering also simplifies the steering system, further reducing weight and cost. ‘Tadpole’ cars can be 56 extremely aerodynamic. 57 Three-wheelers are generally associated with instability, in particular rollover (although they 58 can be very stable) [3]. This is particularly true of the ‘delta’ configuration, which is associated with 59 rolling in braked turns or ‘spinning out’ when handled roughly, although the tendency to rollover 60 has been exaggerated in popular culture [4]. The ‘tadpole’ configuration is much more stable [5]. 61 Fwd ‘Delta:’ 1 wheel front, 2 wheels rear ‘Tadpole:’ 2 wheels front, 1 wheel rear 62 63 64 Figure 2. Configurations of Three-wheeled Vehicles. 65 Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 3 May 2018 doi:10.20944/preprints201805.0074.v1 66 Dynamically, three-wheeled cars behave like a cross between a motorbike and a car [6]. A 67 tadpole car behaves like a motorbike at the rear (where a single wheel is connected to the drivetrain) 68 and a car at the front (where two wheels usually steer), allowing it to perform as a more stable 69 motorbike. Delta cars, however, behave like a car at the rear (typically connected to the drivetrain) 70 but a motorbike at the front, which is where the steering occurs. A motorcyclist would lean into 71 corners counteracting the lateral forces on the bike by wheel camber action as well as tire slip. This 72 does not occur in a three-wheeled car, where the chassis generally does not allow the front wheel to 73 tilt significantly. Narrow-track three-wheel vehicles have notoriously limited rollover stability, and 74 there is a body of work on ‘tilting three-wheelers’ where the vehicle leans into corners in the same 75 way that a motorcyclist leans [6]. ‘Tilting’ three wheeled cars such as the GM Green Machine [7] or 76 CLEVER [3,6,8] therefore improve stability by allowing the wheel(s) to lean as a motorbike would. 77 2.2. The Reliant Robin 78 The initial prototype is based on a Reliant Robin chassis. The Robin is a small 3-wheeled car in 79 the ‘delta’ configuration, which was produced in the UK between 1973 and 2002 and still has a cult 80 following. 81 The rear suspension utilizes semi-elliptic leaf springs and a DeDion axle [9]. The DeDion ‘tube’ 82 has a sliding joint to permit wheel track variation during suspension movement, but it keeps both 83 wheels parallel to each other under all conditions (so they are always perpendicular to the road 84 surface regardless of body roll, and hence more stable). This system is cheaper than most independent 85 suspensions, and offers superior handling [10]. The use of the DeDion tube means that the vehicle 86 has much less unsprung weight than a fixed axle would because the final drive / differential and 87 driving shafts are not rigidly attached to the wheels. The system is a popular choice for budget sports 88 cars and coupes. 89 The front suspension of the Reliant Robin is a leading arm with coil spring damper unit [11]. 90 With this design, the wheel remains parallel to the body and cambers with roll [10]. 91 In producing the models, data for the 1981 Mk 1 Reliant Robin was assumed as a starting point. 92 The Robin evolved somewhat over the years, including plans for an electric Robin prior to production 93 ceasing [12]. 94 Note that the Robin is rear wheel drive and the front wheel steers. The Mayfly has a hub motor 95 on each wheel, making it all-wheel-drive and offering the possibility for differential steering on the 96 rear wheel. 97 2.3. Electric Vehicles 98 The prototype is a fully electric BEV (Battery Electric Vehicle) with three hub motors i.e. one in 99 each wheel. This configuration has already been set: electric vehicles can have a variety of 100 configurations such as a single motor and transmission, or hub motors in only some wheels [13]. 101 The weight distribution will therefore be significantly different to that of the Robin, since the 102 conventional engine and drivetrain are replaced by the battery and hub motors as indicated in figure 103 3. The battery is assumed to be in a low central position, but could again be positioned in place of the 104 engine or in the boot. 105 3. Method 106 3.1. Modelling Approach 107 In constructing a model, a ‘crawl-walk-run’ approach is followed whereby a simplistic, single 108 degree-of-freedom initial model is created, analyzed, and then complexity is added to this model in 109 stages. In the case of a car, the ride dynamics (symmetric motions) are first investigated using the 110 ‘Quarter Car’ model. Side forces, slip and responsiveness are then investigated via the ‘Bicycle Model’ 111 to establish over/under-steer. Quasi-static rigid rollover is also assessed. The results are verified by 112 simulation, and should eventually be validated against physical tests. 113 Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 3 May 2018 doi:10.20944/preprints201805.0074.v1 Transmission Gear- I.C.E box Hub motor Hub motor Battery Hub motor 114 115 Figure 3. The Robin’s drivetrain [top] and the prototype electric drivetrain [lwr]. 116 117 Additional analysis such as those for ‘wobble’ (seen on three-wheeled rickshaws) [14] are 118 neglected here. 119 3.2. Ride Dynamics: The Quarter Car Model 120 The standard initial model used for modelling vehicle dynamics is the quarter car, shown in 121 figure 4. This models the vertical motion of each suspension unit under the effective load of the body. 122 The suspension is abstracted to a linear spring and damper acting in the vertical sense only, and the 123 tire is also abstracted to a linear vertical spring (and sometimes a damper).
Load more

Recommended publications
  • Schaeffler Symposium 2018
    2018 Schaeffler Symposium 9/6/2018 Intelligent Active Roll Control INTELLIGENT ACTIVE ROLL CONTROL SHAUN TATE 1 2018 Schaeffler Symposium 9/6/2018 Intelligent Active Roll Control Production Experience & Awards Series Production – 12V BMW 7 Series 2015 BMW 5 Series 2017 RR Phantom 2018 Series Production – 48V Bentley Bentayga 2015 Audi SQ7 2016 Porsche Panamera 2017 Porsche Cayenne 2017 Bentley Continental 2018 Award‐Winning System German Innovation Award Vehicle Dynamics International Award Auto Test Sieger PACE Award 2016 2016 2016 2017 Feature to Product Mapping Stationary Ride Comfort Feature Adaptive Suspension Setup Agility & Stability Conditions Improvement Control Response Clearance Vertical Acceleration Exit Base Stability / Roll Leveling Acceleration Steering Products ‐ Easy Loading Easy Entry Easy Parking Adapt Ground Adapt Wheel Increase Articulation Load Reduce Acceleration Reduce Lateral Reduce Yaw Adapt Self Adapt Steering Dynamic Body Trailer iARC 2 2018 Schaeffler Symposium 9/6/2018 Intelligent Active Roll Control Market Trends & Features Trend 3: Large Trucks/SUVs/Vans for improved comfort and more safety Weight Trend 2: HEV/EV for improved comfort and system availability Vehicle Trend 1: SUV for improved comfort and agility Vehicle Center of Gravity Selling Features Using Schaeffler iARC System Feature Driving Dynamics Comfort Features ADAS Support L3 / Active Safety ‐ Roll Into m Lane Mode ‐ Self Steering Yaw Ride Stability Body Tilt Control Control Emergency Split Free Speed Road Vehicle Class ‐ Stability Active Control
    [Show full text]
  • Electronic Stability Control Systems for Heavy Vehicles; Proposed Rule
    Vol. 77 Wednesday, No. 100 May 23, 2012 Part III Department of Transportation National Highway Traffic Safety Administration 49 CFR Part 571 Federal Motor Vehicle Safety Standards; Electronic Stability Control Systems for Heavy Vehicles; Proposed Rule VerDate Mar<15>2010 18:07 May 22, 2012 Jkt 226001 PO 00000 Frm 00001 Fmt 4717 Sfmt 4717 E:\FR\FM\23MYP2.SGM 23MYP2 mstockstill on DSK4VPTVN1PROD with PROPOSALS2 30766 Federal Register / Vol. 77, No. 100 / Wednesday, May 23, 2012 / Proposed Rules DEPARTMENT OF TRANSPORTATION New Jersey Avenue SE., West Building A. UMTRI Study Ground Floor, Room W12–140, B. Simulator Study National Highway Traffic Safety Washington, DC 20590–0001 C. NHTSA Track Testing Administration • Hand Delivery or Courier: West 1. Effects of Stability Control Systems— Phase I Building Ground Floor, Room W12–140, 49 CFR Part 571 2. Developing a Dynamic Test Maneuver 1200 New Jersey Avenue SE., between and Performance Measure To Evaluate [Docket No. NHTSA–2012–0065] 9 a.m. and 5 p.m. ET, Monday through Roll Stability—Phase II Friday, except Federal holidays. (a) Test Maneuver Development RIN 2127–AK97 • Fax: (202) 493–2251 (b) Performance Measure Development Instructions: For detailed instructions 3. Developing a Dynamic Test Maneuver Federal Motor Vehicle Safety on submitting comments and additional and Performance Measure To Evaluate Standards; Electronic Stability Control information on the rulemaking process, Yaw Stability—Phase III Systems for Heavy Vehicles see the Public Participation heading of (a) Test Maneuver Development (b) Performance Measure Development the SUPPLEMENTARY INFORMATION AGENCY: National Highway Traffic section 4. Large Bus Testing Safety Administration (NHTSA), of this document.
    [Show full text]
  • Design, Analysis and Optimization of Anti-Roll Bar
    View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Directory of Open Access Journals Pravin Bharane et al. Int. Journal of Engineering Research and Applications www.ijera.com ISSN : 2248-9622, Vol. 4, Issue 9( Version 4), September 2014, pp.137-140 RESEARCH ARTICLE OPEN ACCESS Design, Analysis and Optimization of Anti-Roll Bar Pravin Bharane*, Kshitijit Tanpure**, Amit Patil***, Ganesh Kerkal**** *,**,***,****( Assistant Professor, Department of Mechanical Engg., Dnyanganga College of Engg. & Research, Pune) ABSTRACT Vehicle anti-roll bar is part of an automobile suspension system which limits body roll angle. This U-shaped metal bar connects opposite wheels together through short lever arms and is clamped to the vehicle chassis with rubber bushes. Its function is to reduce body roll while cornering, also while travelling on uneven road which enhances safety and comfort during driving. Design changes of anti-roll bars are quite common at various steps of vehicle production and a design analysis must be performed for each change. So Finite Element Analysis (FEA) can be effectively used in design analysis of anti-roll bars. The finite element analysis is performed by ANSYS. This paper includes pre-processing, analysis, post processing, and analyzing the FEA results by using APDL (Ansys Parametric Design Language). The effects of anti-roll bar design parameters on final anti-roll bar properties are also evaluated by performing sample analyses with the FEA program developed in this project. Keywords: FEA, Anti Roll Bar, APDL, Design Parameters. I. INTRODUCTION Anti-roll bar, also referred to as stabilizer or ensure directional control and stability with adequate sway bar, is a rod or tube, usually made of steel, that traction and braking capabilities [1].
    [Show full text]
  • JAN 30 1968 Efgineering Llbf
    \NT O ECJW .' J IS1 1967 4-1P-RA RIE-: OPTIMIZATION OF THE RANDOM VIBRATION CHARACTERISTICS OF VEHICLE SUSPENSIONS by ERICH KENNETH BENDER S.B., Massachusetts Institute of Technology (1962) S.M., Massachusetts Institute of Technology (1963) M.E., Massachusetts Institute of Technology (1966) SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE DEGREE OF DOCTOR OF SCIENCE at the MASSACHUSETTS INSTITUTE OF TECHNOLOGY June, 1967 Signature of Author ., Department of Mechanical Engineering, ') /) Wfril 27, 1967 Certified by Thesfs Su4'sor, /K/J Accepted by ....... ...... Chairman, Departktnital'Commit 4 'ee on Graduate Students .\ST. OF TECHN 010 JAN 30 1968 EfGINEERING Llbf. OPTIMIZATION OF THE RANDOM VIBRATION CHARACTERISTICS OF VEHICLE SUSPENSIONS by ERICH KENNETH BENDER Submitted in partial fulfillment of the require- ments for the degree of Doctor of Science at the Massachusetts Institute of Technology, June, 1967. ABSTRACT Some of the fundamental limitations and trade-offs regard- ing the capabilities of vehicle suspensions to control random vi- brations are investigated. The vehicle inputs considered are sta- tistically described roadway elevations and static loading vara- tions on the sprung mass. The vehicle is modeled as a two-degree- of-freedom linear system consisting of a sprung mass, suspension and an unsprung mass which is connected to the roadway by a spring. The criterion used to optimize the suspension characteristics is the weighted sum of rms vehicle acceleration and clearance space required for sprung mass-unsprung mass relative excursions. Two ap- proaches to find the suspension characteristics which optimize the trade-off between vibration and clearance space are considered. The first, based on Wiener filter theory, is used to synthesize the optimum suspension transfer function.
    [Show full text]
  • Vehicle Model for Tyre-Ground Contact Force Evaluation
    Vehicle model for tyre-ground contact force evaluation Lejia Jiao Master Thesis in Vehicle Engineering Department of Aeronautical and Vehicle Engineering KTH Royal Institute of Technology TRITA-AVE 2013:40 ISSN 1651-7660 Postal address Visiting Address Telephone Telefax Internet KTH Teknikringen 8 +46 8 790 6000 +46 8 790 6500 www.kth.se Vehicle Dynamics Stockholm SE-100 44 Stockholm, Sweden Acknowledgment I owe gratitude to many people for supporting me during my thesis work. Especially, I would like to express my deepest appreciation to my supervisor, Associate professor Jenny Jerrelind, for her enthusiasm and infinite passion for this project. Without her patient guidance and persistent help, this thesis would not have been possible. I am particularly indebted to my parents for inspiring me to this work. I would like to thank Associate professor Lars Drugge, who introduced me to vehicle-road interaction and gave me enlightening instruction. In addition, I would like to give my sincere thanks to Nicole Kringos and Parisa Khavassefat, for helping me to understand the pavement and sharing model and data with me; to Ines Lopez Arteaga, for giving me feedbacks from tyre expert’s point of view. The great interdisciplinary cooperation and teamwork helped me to have a good understanding of the whole vehicle-tyre-pavement system, and get rational tyre and pavement parts included in my models. Last but not least, I would like to thank all my friends, for their understanding, encouragement and support. Stockholm June 26, 2013 Lejia Jiao i ii Abstract Economic development and growing integration process of world trade increases the demand for road transport.
    [Show full text]
  • COMPARATIVE STUDY of VEHICLE ROLL STABILITY Final Report
    COMPARATIVE STUDY OF VEHICLE ROLL STABILITY Final Report Contract No, FH-11-9577 Phase V T.D. Gillespie R.D. Ervin May 1983 Tuluicol RwDocuumtati'm P- I. RepmNo, Z Accessim (lo. 3. Recipient's Cedmq (lo. I 4. Title d Subtitie 5. RvtDate COMPARATIVE STUDY OF VEHICLE ROLL STABILITY May 1983 6. P-mag Orqmir.ri.r, Cdr 8. Per4emiag OmdmRm No. 7. kihu's) T.D. Gillespie and R.D. Ervin UMTRI-83-25 9. Pduming Orl.niadir Nuad Mess 10. Work Uait No. The University of Michigan 1 Transportation Research Institute 2901 Baxter Road - - 7 (Phase V) Ann Arbor, Michigan 48109 13. Trr ef RW 4p.,iocl had 12 Wag4mnq Nu ad Ahss U.S. Department of Transportation Final 2118183-5/18/83 Federal Highway Administration ' Washington, D.C. 20590 1'. Srmwing Amyae 1.6. Abshct The roll stability levels of a broad range of motor vehicles were determined using computer simulation. The input data needed for these calculations were obtained from both direct measurements and from pre- viously published information. The vehicles of interest covered the range from subcompact passenger cars through heavy-duty truck combinations. The results are discussed in the light of two issues, namely: 1) the roll stability levels of step-van-type trucks used by the bakery industry relative to the stability levels of other vehicles and I 2) the influence of width parameters on the roll stability of heavy truck combinations. 17. Key Wrb roll stability, passenger I 18- D's"hM ] cars, light trucks, bakery trucks, I I heavy-duty trucks I UNLIMITED I 19.
    [Show full text]
  • The Roll Stability Control ™ System
    ROLL RATE BASED STABILITY CONTROL - THE ROLL STABILITY CONTROL ™ SYSTEM Jianbo Lu Dave Messih Albert Salib Ford Motor Company United States Paper Number 07-136 ABSTRACT precise detection of potential rollover conditions and driving conditions such as road bank and vehicle This paper presents the Roll Stability Control ™ loading, the aforementioned approaches need to system developed at Ford Motor Company. It is an conduct necessary trade-offs between control active safety system for passenger vehicles. It uses a sensitivity and robustness. roll rate sensor together with the information from the conventional electronic stability control hardware to In this paper, a system referred to as Roll Stability detect a vehicle's roll condition associated with a Control™ (RSC), is presented. Such a system is potential rollover and executes proper brake control designed specifically to mitigate vehicular rollovers. and engine torque reduction in response to the The idea of RSC, first documented in [10], was detected roll condition so as to mitigate a vehicular developed at Ford Motor Company and has been rollover. implemented on various vehicles within Ford Motor Company since its debut on the 2003 Volvo XC90. INTRODUCTION The RSC system adds a roll rate sensor and necessary control algorithms to an existing ESC system. The The traditional electronic stability control (ESC) roll rate sensor, together with the information from systems aim to control the yaw and sideslip angle of a the ESC system, help to effectively identify the moving vehicle through individual wheel braking and critical roll conditions which could lead to a potential engine torque reduction such that the desired path of vehicular rollover.
    [Show full text]
  • Design, Analysis and Optimization of Anti-Roll Bar
    Pravin Bharane et al. Int. Journal of Engineering Research and Applications www.ijera.com ISSN : 2248-9622, Vol. 4, Issue 9( Version 4), September 2014, pp.137-140 RESEARCH ARTICLE OPEN ACCESS Design, Analysis and Optimization of Anti-Roll Bar Pravin Bharane*, Kshitijit Tanpure**, Amit Patil***, Ganesh Kerkal**** *,**,***,****( Assistant Professor, Department of Mechanical Engg., Dnyanganga College of Engg. & Research, Pune) ABSTRACT Vehicle anti-roll bar is part of an automobile suspension system which limits body roll angle. This U-shaped metal bar connects opposite wheels together through short lever arms and is clamped to the vehicle chassis with rubber bushes. Its function is to reduce body roll while cornering, also while travelling on uneven road which enhances safety and comfort during driving. Design changes of anti-roll bars are quite common at various steps of vehicle production and a design analysis must be performed for each change. So Finite Element Analysis (FEA) can be effectively used in design analysis of anti-roll bars. The finite element analysis is performed by ANSYS. This paper includes pre-processing, analysis, post processing, and analyzing the FEA results by using APDL (Ansys Parametric Design Language). The effects of anti-roll bar design parameters on final anti-roll bar properties are also evaluated by performing sample analyses with the FEA program developed in this project. Keywords: FEA, Anti Roll Bar, APDL, Design Parameters. I. INTRODUCTION Anti-roll bar, also referred to as stabilizer or ensure directional control and stability with adequate sway bar, is a rod or tube, usually made of steel, that traction and braking capabilities [1].
    [Show full text]
  • Car Suspension and Handling Fourth Edition
    Car Suspension and Handling Fourth Edition List of Chapters: Preface to the Fourth Edition 3.8 Tire Uniformity 3.9 Aspect Ratios Preface to the First Edition 3.10 Tire Selection and Air Chamber Geometry Notation 3.11 References Chapter 1 Introduction Chapter 4 Steering 1.1 Scope and Layout of the Book 4.1 Dynamic Function of the Steering 1.2 The Function of the Suspension System System 4.2 Steering Angles: Effects of Tire Slip 1.3 Suspension Geometry Angles and Steering and Suspension 1.4 Kinematics and Compliance (K&C) Kinematics 1.5 Vehicle Dynamics 4.3 Relative Positions of Front- and Rear- 1.6 References Wheel Tracks 4.4 Understeer and Oversteer Chapter 2 Disturbances and Sensitivity 4.5 Directional Stability 2.1 Road Irregularities 4.6 Torque in the Steering System 2.2 Influence of Wheel Size 4.7 Steering Torque Effects Due to 2.3 Subjective Assessment of Ride Steering Geometry 2.4 Human Sensitivity to Vibration 4.8 The Steering Column 2.5 Measurement Standards for Vibration 4.9 Steering Gear 2.6 Influence of Noise on Assessment of 4.10 Constant Velocity (CV) Driveshaft Ride Comfort Joints 2.7 Influence of Phase of Differential 4.11 Torque Steer Effects Vibration on Assessment of Ride 4.12 Front-Wheel Steering Oscillations— Comfort Shimmy 2.8 References 4.13 Power Assistance 4.14 Electric Power Steering Chapter 3 The Wheel and Tire 4.15 Rear-Wheel Steering Systems 3.1 Introduction 4.16 References 3.2 The Wheel Rim 3.3 Tire Size Designation Chapter 5 Suspension Systems and 3.4 Tire Construction Types Their Effects 3.5 Tire Properties
    [Show full text]
  • 45Th ANNUAL LAW ENFORCEMENT VEHICLE TEST and EVALUATION PROGRAM
    45th ANNUAL LAW ENFORCEMENT VEHICLE TEST AND EVALUATION PROGRAM VEHICLE MODEL YEAR 2020 Alex Villanueva, SHERIFF 1 TABLE OF CONTENTS CONTENTS PAGES PREFACE 3 ACKNOWLEDGEMENTS 4 - 5 TEST VEHICLE DESCRIPTION 6 - 7 VEHICLE SPECIFICATION 8 - 18 VEHICLE DYNAMICS EVALUATION (32 LAP HIGH SPEED COURSE) 19 - 41 CITY COURSE EVALUATION 42 - 53 BRAKE EVALUATION 54 - 55 ACCELERATION EVALUATION 56 - 58 HEAT EVALUATION 59 - 62 COMMUNICATION EVALUATION 63 - 71 ERGONOMICS EVALUATION 72 - 100 FUEL EFFICIENCY EVALUATION 101 2 PREFACE The Los Angeles County Sheriff’s Department first implemented its police vehicle testing program in 1974. Since that time, our department has become nationally recognized as a major source of information relative to police vehicles and their use. It is our goal to provide law enforcement agencies with the information they require to successfully evaluate those vehicles currently being offered for police service. The Los Angeles County Sheriff’s Department is proud to publish this information, via the internet, to all law enforcement agen- cies. Since the inception of our vehicle testing program in 1974, we have continually refined our efforts in this area in order to provide the law enforcement community with the most current information available. During the 1997 model year testing, the Sheriff’s department expanded its existing criteria to include an urban or city street course. This course consists of multiple city block distances punctuated by the various types of turns normally found in most inner city environments. The city street course is designed to simulate the conditions encountered by most officers working in typical urban communities. The test is only conducted on vehicles offered with a factory “police package”.
    [Show full text]
  • Glossary of Suspension Terms
    Chapter 2: Glossary of Terms Chapter Two: Glossary of Suspension Terms RIT Baja SAE Introduction This glossary of terms is intended to provide a brief and accu- rate description of both conceptual and component terms used in design, manufacturing, and tuning of R.I.T. Baja SAE Suspension Systems. For quick referencing this chapter is divided into two sec- tions. The first section of the chapter focuses on theoretical concept definitions used in describing the analysis and design of off-road suspension system dynamics. The second segment contains compo- nent descriptions and visual references . Figure 1: (2005-2006)SLA A- Arm Rear Suspension Chapter 2: Glossary of Terms Glossary of Suspension Theory Terms Camber A measurement of wheel angle relative to vertical as viewed from the front or rear of the car. In a double A-arm system, camber is dictated mainly by control arm geometry. Positive Camber occurs when the top Negative Camber occurs when the of the tire tips away from the chassis. top of the tire tips towards the chassis. Commonly, a system in droop will Commonly, a system in compression have positive camber. will have negative camber. Figure 2: Positive Camber Figure 3: Negative Camber Toe A measurement of wheel angle relative to the centerline of the car as viewed from top. Toe can be measured by comparing the vehicle centerline to front of tire distance with the vehicle centerline to rear of tire distance. In a double A-arm “steerable,” or front suspension system, this is controlled by tie-rod length in conjunction with the steering system.
    [Show full text]
  • Approach for the Development of Suspensions with Integrated
    Approach for the Development of Suspensions with Integrated Electric Motors Von der Fakultät Konstruktions-, Produktions- und Fahrzeugtechnik der Universität Stuttgart zur Erlangung der Würde eines Doktors der Ingenieurwissenschaften (Dr.-Ing.) genehmigte Abhandlung Vorgelegt von Meng Wang aus Hebei, China Hauptberichter: Prof. Dr. -Ing. Horst E. Friedrich Mitberichter: Prof. Dr. -Ing. Eckhard Kirchner Tag der mündlichen Prüfung: 06. May 2020 Institut für Verbrennungsmotoren und Kraftfahrwesen, Universität Stuttgart Angefertigt am Institut für Fahrzeugkonzepte, Deutsches Zentrum für Luft- und Raumfahrt (DLR) e.V. Stuttgart 2020 D93 (Dissertation Universität Stuttgart) Acknowledgments The author would like to thank his supervisors Prof. Dr. -Ing. Friedrich and Prof. Dr. - Ing. Kirchner for their consistent support and patience to his Ph.D study. The author is sincerely thankful to his advisor Dr. Elmar Beeh for his encouragement and guidance with his professional knowledge. Without their support, this thesis would not be completed. I am grateful to have these colleagues, who provided me honest communication and exchange of learning experience: Dr. Zhou Ping, Dr. Andreas Höfer, Dr. Diego Schierle, Dr. Jens König, Dr. Gerhard Kopp and so on. I wish to thank the support of colleagues in laboratory of DLR FK, who helped me to complete the test and acquired the useful data in this work: Michael Kriescher, Philipp Straßburger, Cedric Rieger and so on. I wish to thank these friendly colleagues: David Krüger, Lucia Areces Fernandez, Marco Münster, Erik Chowson, Thomas Grünheid and so on, who let me enjoy the work in DLR FK. You are already my best friends in Germany. I want to mention Moritz Fisher, Dr.
    [Show full text]