Suspension Geometry and Computation
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Technical Bulletin TP-02173Revised1 Technical 11- Bulletin04
TP-02173 Revised 11-04 DiscPlus™ DX195 and DX225 Air Disc Brakes Inspection, Installation and Diagnostics Technical Bulletin TP-02173Revised1 Technical 11- Bulletin04 Air Disc Brake Inspection Intervals and 3. Release the parking brake. Procedures 4. Measure the distance from the bottom of the air chamber to ASBESTOS AND NON-ASBESTOS the center of the clevis pin while the brakes are released. This FIBERS WARNING distance should be approximately 1.46-inches (37 mm). Some brake linings contain asbestos fibers, a cancer and lung Figure 1. disease hazard. Some brake linings contain non-asbestos ț If the distance is greater than 1.62-inches (41 mm): fibers, whose long-term effects to health are unknown. You Refer to the diagnostics table in this bulletin to determine must use caution when you handle both asbestos and the cause and correct the condition. non-asbestos materials. Figure 1 MEASURE ADJUSTED CHAMBER STROKE WARNING To prevent serious eye injury, always wear safe eye protection when you perform vehicle maintenance or service. Park the vehicle on a level surface. Block the wheels to prevent the vehicle from moving. Support the vehicle with safety stands. Do not work under a vehicle supported only by jacks. Jacks can slip and fall over. Serious personal injury and damage to components can result. Measure this Intervals distance. Periodically inspect the brakes. Check the stroke length and inspect the brake components for signs of wear and damage. 4004410a Use the schedule below that gives the most frequent inspections. Figure 1 ț Fleet chassis lubrication schedule 5. Have another person apply and hold the brakes one full ț Chassis manufacturer lubrication schedule application. -
Formula SAE Interchangeable Independent Rear Suspension Design
Formula SAE Interchangeable Independent Rear Suspension Design Sponsored by the Cal Poly Formula SAE team A Final Report for Reid Olsen, FSAE Technical Director By: Suspension Solutions Design team Mike McCune - [email protected] Daniel Nunes - [email protected] Mike Patton - [email protected] Courtney Richardson - [email protected] Evan Sparer - [email protected] 2009 ME 428/481/470 Table of Contents Abstract ......................................................................................................................................................... 6 Chapter 1: Introduction ............................................................................................................................... 7 FSAE Team History and Opportunity ......................................................................................................... 8 Formal Problem Definition ...................................................................................................................... 10 Objectives/Specification Development ................................................................................................... 11 Chapter 2: Background ............................................................................................................................... 13 Solid Rear Axle Design ............................................................................................................................. 14 Tire Research .......................................................................................................................................... -
Llllllllllllllilllllllllllllllllllll!!!)Llllllllllllllllllllllllllllll United States Patent [19] [11] Patent Number: 5,593,005 Kullmann Et Al
llllllllllllllIlllllllllllllllllllll!!!)llllllllllllllllllllllllllllll United States Patent [19] [11] Patent Number: 5,593,005 Kullmann et al. [45] Date of Patent: Jan. 14, 1997 [54] CALIPER-TYPE DISC BRAKE WITH 4,811,822 3/1989 Estaque. STEPPED ROTOR 4,930,606 6/1990 Sporzynski et a1. 5,010,985 4/1991 Russell et a1. [75] Inventors: Bernhard Kullmann, Rochester Hills; 510221500 6/1991 Wang - Mich.;Joerg Scheibel,Larry Masserant, Auburn Hills’ Frankfurt, both of FOREIGN PATENTEmmons DOCUMENTS............................... .. Germany; Daniel Keck, Westland; Werner Gottschalk, Auburn Hills’ both 1336878 of 1962 France ................................ .. 188/724 of Mich 0329831 8/1989 Germany ............................ .. 188/73.1 199785 3/1966 U.S.S.R. _ . 0199785 7/1967 U.S.S.R. [73] Assrgnee. ITThAutomotlve, Inc., Auburn Hills, 1019094 2/1966 United Kingdom _ MIC - 1108916 10/1968 United Kingdom. [21] AppL NOJ 486,457 Primary Examiner--Robert J. 0138116111161‘ Assistant Examiner—Chris Schwartz [22] Filed: Jun. 7, 1995 Attorney, Agent, or Firm-Thomas N. Tworney; J. Gordon [51] Int. Cl.6 ........................... .. F16D 55/22; F16D 65/12 Lew“ [52] US. Cl. ........................................ .. 188/724; 188/731 [57] ABSTRACT [58] Fleld of searlcgs Adisc brake for the wheel of a motor vehicle includes a rotor ' ’ '1’92/65 ’85 AA’ 66 70 15’ mounted to the wheel, and a caliper straddling the rotor and ’ ’ ’ ' supporting a brake pad on either side thereof. In order to R f C-t d accommodate packaging constraints within the wheel’s rim, [56] e erences l e the outboard pad and the rotor’s outboard friction surface are US. PATENT DOCUMENTS both positioned radially inwardly of the inboard pad and . -
Design and Analysis of Leaf Spring in a Heavy Truck
View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by International Journal of Innovative Technology and Research (IJITR) Godatha Joshua Jacob * et al. (IJITR) INTERNATIONAL JOURNAL OF INNOVATIVE TECHNOLOGY AND RESEARCH Volume No.5, Issue No.4, June – July 2017, 7041-7046. Design And Analysis Of Leaf Spring In A Heavy Truck GODATHA JOSHUA JACOB Mr M.DEEPAK M.Tech (machine design) Student, Dept.of Assistant professor, Dept.of Mechanical Engineering, Mechanical Engineering, Kakinada Institute Of Kakinada Institute Of Engineering And Technology, Engineering And Technology, (Approved by AICTE (Approved by AICTE and Affiliated to Jawaharlal and Affiliated to Jawaharlal Nehru Technological Nehru Technological University , Kakinada) University , Kakinada) Abstract: A leaf spring is a simple form of spring, commonly used for the suspension in wheeled vehicles. Leaf Springs are long and narrow plates attached to the frame of a trailer that rest above or below the trailer's axle. There are monoleaf springs, or single-leaf springs, that consist of simply one plate of spring steel. These are usually thick in the middle and taper out toward the end, and they don't typically offer too much strength and suspension for towed vehicles. Drivers looking to tow heavier loads typically use multileaf springs, which consist of several leaf springs of varying length stacked on top of each other. The shorter the leaf spring, the closer to the bottom it will be, giving it the same semielliptical shape a single leaf spring gets from being thicker in the middle. Springs will fail from fatigue caused by the repeated flexing of the spring. -
MAXX22T ADB Installation and Maintenance
TECHNICAL PROCEDURE MAXX22T™ AIR DISC BRAKE SUBJECT: Installation and Maintenance Procedures LIT NO: T72009 DATE: April 2015 TABLE OF CONTENTS Conventions Applied in this Document ��������������������������������������������������������������������������������������������������� 3 Explanation of Signal Words ������������������������������������������������������������������������������������������������������������� 3 Links ���������������������������������������������������������������������������������������������������������������������������������������������� 3 General Service Notes ��������������������������������������������������������������������������������������������������������������������������� 3 During Service: �������������������������������������������������������������������������������������������������������������������������������� 3 Important Safety Notices ������������������������������������������������������������������������������������������������������������������� 3 Contacting Hendrickson �������������������������������������������������������������������������������������������������������������������� 5 Phone ��������������������������������������������������������������������������������������������������������������������������������������� 5 MAXX22T™ InstaLLatiON AND MAINTENANCE PROCEDURES Email ���������������������������������������������������������������������������������������������������������������������������������������� 5 Literature ����������������������������������������������������������������������������������������������������������������������������������������� -
Transverse Leaf Springs: a Corvette Controversy
Transverse Leaf Springs: A Corvette Controversy By Matt Miller Introduction A lot of people give Corvettes flack because they employ leaf springs. The mere mention of leaf springs conjures up images of suspensions on horse-drawn buggies, old cars and trucks, and Harbor Freight utility trailers. Even magazine reviews of the latest Corvettes talk about how “antiquated” their leaf spring designs are, and many a Corvette enthusiast has converted his car to aftermarket coilovers in the belief that they are inherently better than the composite transverse leaf springs found on the front and rear suspensions of all Corvettes since 1984. But is that true? Does the Corvette’s use of transverse leaf springs mean it has an inferior, outdated suspension design? The short answer is “No!” To find out why, we’ll cover some basics on springs and suspensions and see how the facts add up. Page 1 What is a Spring, Anyway? We all intuitively know what springs are. But technically speaking, a spring is an elastic mechanical device that stores potential energy. When mechanical energy is put into a spring, it deforms and can release that energy back in the opposite direction. We measure a spring’s energy storage by its “spring rate,” which defines its energy storage. The spring rate defines the increase in force required to move the spring a certain amount. For example, if a spring has a rate of 100 lb/in (pounds per inch), it means that 100 lbs of force will move one end of it 1”, an additional 100 lbs will move it another inch, and so on. -
INTRODUCTION the Global Landing Gear System Is a Retractable Tricycle Type Consisting of Two Main Landing Gear Assemblies and a Steerable Nose Landing Gear Assembly
Bombardier Global Express - Landing Gear & Brakes INTRODUCTION The Global landing gear system is a retractable tricycle type consisting of two main landing gear assemblies and a steerable nose landing gear assembly. Each assembly is equipped with a conventional oleopneumatic shock strut. On the ground, all three landing gear assemblies are secured with gear locking pins. The landing gear is fully enclosed when the gear is retracted. Normal extension and retraction is electrically controlled by the Landing Gear Electronic Control Unit (LGECU) and hydraulically operated by systems 2 and 3. Emergency extension of the landing gear system is enabled through the Landing Gear Manual Release System handle in the flight compartment. Each landing gear assembly has twin wheels and tires. The main wheels have hydraulically powered and electrically actuated carbon brakes, controlled through a brake-by-wire system. Main landing gear overheat detection is available. Antiskid protection and automatic braking is provided. The main and nose landing gear assemblies use proximity sensors to provide air and ground sensing. This is accomplished by two sensors (referred to as weight-on-wheels or WOW) on each assembly. All hydraulically actuated doors, uplocks, downlocks and nose shock strut (centering) use sensors to determine their position for gear operation. Landing gear status and position is visually displayed on EICAS and aurally annunciated in the flight compartment. The antiskid, nosewheel steering indication and status are also displayed on EICAS and -
Performance Shock Absorbers
PERFORMANCE SHOCK ABSORBERS SINCE 1857 | koni-na.com SHOCK ABSORBER & SUSPENSION TECH 101 It’s easy to think of a powerful engine to make a car fast “dampers” as their job is to damp or control the car body and but ultimately the car is connected to the ground by the suspension motion as it goes over undulations and bumps small contact patches of the tires. We must optimize tire in the road. In a nutshell, the suspension’s springs carry the grip through the cars suspension to go faster. When the car weight of the car and for a given road input will establish accelerates, brakes, and turns, many forces of physics are how much motion the car will likely have. The shock absorber trying to make the mass of the car go in a different direction or damper serves as a timing device to regulate how long it from where the driver wants and road surface needs it to go. takes for this suspension motion to occur. The car’s suspension is the interface between tires and A good performing shock absorber will be firm enough to the car body in motion. If the suspension can control and slow or eliminate excessive body and suspension motion optimize the body motion and tire grip while smoothing the yet to allow enough motion to provide a good ride quality road impacts and the driver inputs, then the carSINCE goes faster,1857 is | koni-na.comand tire grip. If a suspension is too soft or too firm, the car, safer, and has better ride quality. -
Basics of Vehicle Truck and Suspension Systems and Fundamentals of Vehicle Steering and Stability
Basics of Vehicle Truck and Suspension Systems and Fundamentals of Vehicle Steering and Stability Ralph Schorr, PE Senior Product Development Engineer Vehicle/Truck Dynamicist 1 Course Agenda • Truck Nomenclature • Wheel/rail influences • Truck Dynamics – Physics • Truck Types • AAR M‐976 • Truck Maintenance 2 Truck Nomenclature (Bogie) 3-piece truck Friction Wedge or Shoe Sideframe Wheel Adapter Spring Group Adapter Pad CCSB Bolster Control Springs Load Springs Axle Bearing 3 Truck Nomenclature Brake Beam Guide Pedestal Roof Column Wear Plate Thrust Lugs Center Bowl Side Bearing Pad Bolster/Friction Pocket Brake Rod Openings Gibs 4 Suspension Nomenclature Friction Wedge or Shoe Bolster Column Wear Plate Pocket Wear Plate Load Springs Side Frame Control Springs 5 North American Freight Car Systems Capacity GRL Bearing Wheel Diameter Tons Lbs. Size Inches 70 220,000 Class E33 100 263,000 Class F36 110 286,000 Class K36 125 315,000 Class G 38 6 Contact Patch area Comparison of Wheel/Rail contact area of AAR-1B-WF 200 180 160 140 120 loaded 286k (32.4mt) 100 80 loaded 263k (29.8mt) 60 40 empty 40k(6.8mt) 20 Area in mm^2 0 -50 0 50 Lateral position in mm 7 Dynamic Influences • Speed • Wheel to Rail Contact • Track Input • Mass/Inertias (Car Body, Truck Components) • Friction • Spring Suspension • Suspension Dampening 8 Multimode Dynamics Software 9 Critical Attributes of the Wheel/Rail 1. Wheel set back‐to‐back dimension 2. Wheel Profile of both wheels 3. Wheel tapeline of both wheels 4. Rail Gauge (I.E. gauge point) 5. Rail Profile of both rails 6. -
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 -
Optimum Suspension Geometry for a Formula SAE Car
Portland State University PDXScholar University Honors Theses University Honors College 3-2-2018 Optimum Suspension Geometry for a Formula SAE Car Nathan Roner Portland State University Follow this and additional works at: https://pdxscholar.library.pdx.edu/honorstheses Let us know how access to this document benefits ou.y Recommended Citation Roner, Nathan, "Optimum Suspension Geometry for a Formula SAE Car" (2018). University Honors Theses. Paper 537. https://doi.org/10.15760/honors.542 This Thesis is brought to you for free and open access. It has been accepted for inclusion in University Honors Theses by an authorized administrator of PDXScholar. Please contact us if we can make this document more accessible: [email protected]. OPTIMUM SUSPENSION GEOMETRY FOR A FORMULA SAE CAR Nathan Roner An undergraduate honors thesis submitted in partial fulfillment of the requirements for the degree of Bachelor of Science in University Honors and Mechanical Engineering Thesis Adviser Eric Lee Portland State University 2018 CONTENTS 1 Abstract 2 2 Introduction 2 3 Background 2 3.1 Iterative Design . 2 3.2 Formula SAE . 2 3.3 Software . 3 3.4 Definitions of Variables . 3 4 Methods 4 4.1 Known Requirements . 4 4.2 Tires . 4 4.3 Team Data . 4 4.4 Optimum Kinematics . 5 4.5 Solidworks . 5 4.6 Validation . 5 4.7 Revisions . 5 5 Design 6 5.1 Beginning . 6 5.2 First Iteration . 6 5.3 Second Iteration . 6 5.4 Third Iteration . 6 5.5 Subsequent Iterations . 7 1 1 Abstract another factor such as budget has been reached [6]. -
Influence of Car's Suspension in the Vehicle Comfort And
ANNALS of the ORADEA UNIVERSITY. Fascicle of Management and Technological Engineering, Volume VII (XVII), 2008 INFLUENCE OF CAR’S SUSPENSION IN THE VEHICLE COMFORT AND ACTIVE SAFETY Mircea FENCHEA Politehnica University of Timisoara, Mechatronics Department, e-mail: [email protected] Keywords: suspension, dynamics, active systems Abstract: Car’s suspension is a dynamic state of balance, continuously compensating and adjusting for changing driving conditions and the basic objective remains the same: provide steering stability with good handling characteristics and maximize passenger comfort. In the papers are presented an active car’s suspension from two perspectives: ride and handling. 1. INTRODUCTION Car’s suspension system is meant to provide safety and comfort for the occupants. Both, vehicle comfort and driving safety are mostly influenced by vertical accelerations and vehicle movements caused by pitch and roll motions. The components of the suspension system perform six basic functions: maintain correct vehicle ride height, reduce the effect of shock forces, maintain correct wheel alignment, support vehicle weight, keep the tires in contact with the road, control the vehicle’s direction of travel. Without a suspension system, all of wheel's vertical energy is transferred to the frame, which moves in the same direction. In this situation, the wheels can lose contact with the road completely. Then, under the downward force of gravity, the wheels can slam back into the road surface. What you need is a system that will absorb the energy of the vertically accelerated wheel, allowing the frame and body to ride undisturbed while the wheels follow bumps in the road. 2. DYNAMICS OF A MOVING CAR The car suspension must to maximize the friction between the tires and the road surface, to provide steering stability with good handling and to ensure the comfort of the passengers.