DOCSLIB.ORG

Anti-Roll Bar Modeling for NVH and Vehicle

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Anti-Roll Bar Modeling for NVH and Vehicle Anti-Roll Bar Model for NVH and Vehicle Dynamics Analyses Anti-Roll Bar Model for NVH and Vehicle Dynamics Analyses Tobolar,Anti-Roll Jakub and Bar Leitner, Modeling Martin and Heckmann, for NVH Andreas and Vehicle Dynamics Analyses 99 Jakub Tobolárˇ1 Martin Leitner1 Andreas Heckmann1 1German Aerospace Center (DLR), Institute of System Dynamics and Control, Wessling, [email protected] Abstract A The latest extension of the DLR FlexibleBodies Library concerns the field of automotive applications, namely the anti-roll bar. For the particular purposes of NVH and ve- hicle dynamics, the anti-roll bar module provides two ap- propriate levels of detail, both being based upon the beam preprocessor. In this paper, the procedure on preparing the models and their application for particular automotive related analyses is presented. Keywords: anti-roll bar, vehicle chassis, flexible body, beam model, finite element C S Figure 1. Vehicle axle with an anti-roll bar (color emphasized, 1 Introduction courtesy of Wikimedia Commons). Whenever an automotive suspension is excited in vertical direction due to road irregularities or driving maneuvers (Heckmann et al., 2006) provides capabilities to incorpo- in an asymmetrical way, i.e. differently on the right and rate data that originate from FE models in Modelica mod- the left side of the vehicle, the roll motion of the car body els. Thus, a tool chain to perform vehicle dynamics sim- is stimulated. This concerns – in common case – the com- ulation including the structural characteristics of anti-roll fort and driving experience of the car passengers. In limit bars is in principle available. conditions’ situations, such a roll motion can influence the In common design tasks, driving maneuvers or noise, road-holding forces in a way that vehicle’s driving safety vibration and harshness (NVH) scenarios are first ana- is affected significantly. Consequently, it is advantageous lyzed in multibody simulations. Then, the FE method is to introduce an additional suspension component in partic- used to redesign the anti-roll bar in order to improve its ular tailored to influence the dynamical roll motion char- characteristics. Subsequently, a FE to multibody interface acteristics independently from the layout of the vertical has to be used to prepare the new FE data for the DLR suspension. This so-called anti-roll bar (also called stabi- FlexibleBodies Library and, finally, the vehicle dynamics lizer or anti-sway bar), see e.g. (Rill, 2012) or (Heißing simulation has to be invoked again in order to assess the and Ersoy, 2011), connects the suspensions on the right modification. This tool chain or loop, respectively, is in- and the left side of the vehicle’s axle by a cranked bar that convenient and makes it difficult to set up computational acts as a torsional spring, see Figure1. optimization procedures. Therefore, the design of the anti-roll bar is mainly tar- The given background motivates the introduction of a geted on its torsional stiffness, but also has to comply with new modeling capability called AntiRollBar into the DLR the available space at the underfloor and must allow for at- FlexibleBodies Library. In the present paper, a principle of tachments to the vehicle body and to both vertical suspen- the flexible body modeling and of the beam theory behind sions. These requirements quite often result in the anti-roll the AntiRollBar model is given in Sections 2.1 and 2.2, bar to be a geometrical complex structural element that is respectively. In Section3, a framework of the AntiRollBar prone for dynamical vibrations. and its parametrization is discussed. Section4 presents In daily practice, the Finite Element (FE) method first simulation experiments provided. turned out to be the adequate tool to design the geometri- cal and the structural properties of anti-roll bars. However, the driving behavior of vehicles, to which the anti-roll bar 2 Theoretical Background significantly contributes, is commonly developed using 2.1 Flexible Bodies Theory multibody simulation – generally utilizing the MultiBody package of the Modelica Standard Library in the Modelica The mechanical description of flexible bodies in multi- community. In addition, the DLR FlexibleBodies Library body systems is based on the floating frame of reference DOI Proceedings of the 13th International Modelica Conference 99 10.3384/ecp1915799 March 4-6, 2019, Regensburg, Germany Anti-Roll Bar Model for NVH and Vehicle Dynamics Analyses where the following quantities and symbols appear: m body mass, I3 3 × 3 identity matrix, dCM(q) position of center of mass, J(q) inertia tensor, Ct (q) inertia coupling matrix (translational), Cr(q) inertia coupling matrix (rotational), hw (w;q;q˙) gyroscopic and centripetal forces, he external forces, Me structural mass matrix, Figure 2. Vector chain of the floating frame of reference. K e structural stiffness matrix, De structural damping matrix. 1 approach, i.e. the absolute position r =r(c;t) of a specific In the context of the anti-roll bar modeling, the struc- body particle is subdivided into three parts: tural mass, stiffness and damping masses are gained as the result of a FE preprocessing step whose background is • the position vector rR = rR(t) to the body’s reference given in the following section. Note, that the FE prepro- frame, cessing is implemented internally so that the user does not need to switch to a different modeling tool. • the initial position of the body particle within the body’s reference frame, i.e. the Lagrange coordinate c 6= c(t), 2.2 FE Beam Theory • and the elastic displacement u(c;t) that is approxi- mated by a Taylor expansion, here limited to first The structural models used in multibody analysis are order terms, with space-dependent mode shapes usually obtained from FE analysis and subsequently re- F(c) 2 3;n and time-dependent modal amplitudes R duced by e.g. modal decomposition approaches. For q(t) 2 n, cf. (Wallrapp, 1994): R the anti-roll bar structural models, a simple, classical fi- nite element beam formulation is employed. Therein, r = rR +c +u ; u = F q : (1) the three-dimensional problem is split into a two- dimensional, cross-sectional analysis and a subsequent, one-dimensional analysis along the beam’s reference axis. All terms in equation (1) are resolved w.r.t. the body’s Solving the two-dimensional problem simply involves floating frame of reference (R). That’s why the angular ve- integration of the material properties (Young’s modu- locity of the reference frame w R have to be taken into ac- lus, shear modulus and density) over the specified cross- count when the kinematic quantities velocity v and accel- sectional geometry. With the resulting cross-sectional eration aR of a particle are derived, see (Heckmann et al., stiffness and inertia resultants, the corresponding consti- 2006). The decomposition in equation (1) makes it possi- tutive matrix C can be built. Along with a given strain ble to superimpose a large nonlinear overall motion of the field, one arrives at the description for the force and mo- reference frame with small elastic deformations. ment distributions along the beam axis. The kinematic quantities are inserted into Jourdain’s principle of virtual power. Subsequently, the equations The one-dimensional analysis is based on (Bazoune of motion of an unconstrained flexible body are formu- et al., 2003), where an adjustable Timoshenko beam el- lated neglecting deflection terms of higher than first order ement was implemented, that uses linear shape functions (Wallrapp, 1994, (38)): for longitudinal displacements and torsional deformation. In order to describe the bending deformation, a cubic 2 32 3 ansatz function is used in the lateral displacements and mII sym: a 3 R corresponding rotational fields. The unknown coefficients md˜ J w˙ = 4 CM 54 R5 can be solved using the description for the total slopes in- C C M q¨ t r e cluding a constant transversal shear, the force and moment 2 3 0 equilibrium equations and the discrete boundary condi- = hw − 4 0 5 + he; (2) tions at both ends of the beam. These equations can then K e q +De q˙ be partitioned by discerning between displacement field contribution and discrete boundary condition excitation. 1Both vectors and matrices are written in bold symbols, whereby In a parametric space from [0,1], the shape functions that vectors are of lower case letters and matrices of upper case letters. are needed for the shear displacements and bending rota- 100 Proceedings of the 13th International Modelica Conference DOI March 4-6, 2019, Regensburg, Germany 10.3384/ecp1915799 Anti-Roll Bar Model for NVH and Vehicle Dynamics Analyses tions read: few degrees of freedom (DoF). Therein, all DoF are par- 1 titioned into an "analysis" set (index a) and an "omitted" N1 = (1 − 3x 2 + 2x 3); set (index o) and a constraint w.r.t. the omitted degrees of bs + 1 Q freedom being force free is applied. The resulting trans- 2 1 2 3 Nbs = (3x − 2x ); formation matrix between the analysis set and the original, 1 + Q full DoF set reads, 1 1 2 3 2 Nbb = (x − 2x + x + 1=2(2x − x )Q); 1 + Q xa I = −1 xa : (5) l xo −K K oa N2 = (−x 2 + x 3 + 1=2x 2Q); oa bb 1 + Q In order for the mass and stiffness matrix to be compat- Q N1 = (1 − x); ible with the generalized equations of motion, a normal ss + 1 Q modes analysis is performed afterwards. The resulting 2 Q Nss = x; eigenfrequencies and eigenvectors form a modal solution 1 + Q set that is used to reduce the structural degrees of free- 1 Ql dom to the user-specified number of frequencies and mode Nsb = − 1=2x; 1 + Q shapes retained.
Load more

Recommended publications
  • Integrated Vehicle Dynamics Control Via Coordination of Active Front
    Integrated vehicle dynamics control via coordination of active front steering and rear braking Moustapha Doumiati, Olivier Sename, Luc Dugard, John Jairo Martinez Molina, Peter Gaspar, Zoltan Szabo To cite this version: Moustapha Doumiati, Olivier Sename, Luc Dugard, John Jairo Martinez Molina, Peter Gaspar, et al.. Integrated vehicle dynamics control via coordination of active front steering and rear braking. European Journal of Control, Elsevier, 2013, 19 (2), pp.121-143. 10.1016/j.ejcon.2013.03.004. hal- 00759487 HAL Id: hal-00759487 https://hal.archives-ouvertes.fr/hal-00759487 Submitted on 3 Dec 2012 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. Integrated vehicle dynamics control via coordination of active front steering and rear braking Moustapha Doumiati, Olivier Sename, Luc Dugard, John Martinez,a ∗ Peter Gaspar, Zoltan Szabob aGipsa-Lab UMR CNRS 5216, Control Systems Department, 961 Rue de la Houille Blanche, 38402 Saint Martin d’Hères, France, Email: [email protected], {surname.name}@gipsa-lab.grenoble-inp.fr bComputer and Automation Research Institue, Hungarian Academy of Sciences, Kende u. 13-17, H-1111, Budapest, Hungary, Email: gaspar, [email protected] January 26, 2012 Abstract This paper investigates the coordination of active front steering and rear braking in a driver- assist system for vehicle yaw control.
    [Show full text]
  • Influence of Body Stiffness on Vehicle Dynamics Characteristics In
    Influence of Body Stiffness on Vehicle Dynamics Characteristics in Passenger Cars Master's thesis in Automotive Engineering OSKAR DANIELSSON ALEJANDRO GONZALEZ´ COCANA~ Department of Applied Mechanics Division of Vehicle Engineering and Autonomous Systems Vehicle Dynamics group CHALMERS UNIVERSITY OF TECHNOLOGY G¨oteborg, Sweden 2015 Master's thesis 2015:68 MASTER'S THESIS IN AUTOMOTIVE ENGINEERING Influence of Body Stiffness on Vehicle Dynamics Characteristics in Passenger Cars OSKAR DANIELSSON ALEJANDRO GONZALEZ´ COCANA~ Department of Applied Mechanics Division of Vehicle Engineering and Autonomous Systems Vehicle Dynamics group CHALMERS UNIVERSITY OF TECHNOLOGY G¨oteborg, Sweden 2015 Influence of Body Stiffness on Vehicle Dynamics Characteristics in Passenger Cars OSKAR DANIELSSON ALEJANDRO GONZALEZ´ COCANA~ c OSKAR DANIELSSON, ALEJANDRO GONZALEZ´ COCANA,~ 2015 Master's thesis 2015:68 ISSN 1652-8557 Department of Applied Mechanics Division of Vehicle Engineering and Autonomous Systems Vehicle Dynamics group Chalmers University of Technology SE-412 96 G¨oteborg Sweden Telephone: +46 (0)31-772 1000 Cover: Volvo S60 model reinforced with bars for the multibody dynamics simulation tool MSC Adams Chalmers Reproservice G¨oteborg, Sweden 2015 Influence of Body Stiffness on Vehicle Dynamics Characteristics in Passenger Cars Master's thesis in Automotive Engineering OSKAR DANIELSSON ALEJANDRO GONZALEZ´ COCANA~ Department of Applied Mechanics Division of Vehicle Engineering and Autonomous Systems Vehicle Dynamics group Chalmers University of Technology Abstract Automotive industry is a highly competitive market where details play a key role. Detecting, understanding and improving these details are needed steps in order to create sustainable cars capable of giving people a premium driving experience. Body stiffness is one of this important specifications of a passenger car which affects not only weight thus fuel consumption but also handling, steering and ride characteristics of the vehicle.
    [Show full text]
  • MAE 515 Advanced Vehicle Dynamics
    MAE 515 Advanced Automotive Vehicle Dynamics Course Website: https://engineeringonline.ncsu.edu/onlinecourses/coursehomepage /SPR_2018/MAE515.html This course covers advanced materials related to mathematical models and designs in automotive vehicles as multiple degrees of freedom systems to describe their dynamic behaviors in acceleration, braking, steering, rollover, aerodynamics, suspensions, tires, and drive trains. 3 credit hours. • Prerequisite Undergraduate courses in dynamics of machines (MAE 315), aerospace structures (MAE 472) or equivalent or consent of instructor. • Course Objectives A special focus of this course aims at enabling students to apply the theories they learned in mechanics, energy, structures, design, materials, dynamics, aerodynamics, vibrations, and controls to a real-world system they encounter every day. From the basic theories, this course further extends to the development in next- generation vehicle technologies. By the end of the course, the students will be able to: • Demonstrate a skill to apply basic theories to establish useful models for either the entire vehicle or components of the vehicle. • Interpret the properties of critical factors in vehicle motion control • Apply the models established from basic theories for vehicle design and improvement • Identify key components and their working principles of modern vehicles • Identify the technology improvements in vehicles in the last several decades • Identify technologies critical to next-generation vehicle designs based on literature reviews and
    [Show full text]
  • Active Electromagnetic Suspension System for Improved Vehicle Dynamics
    Active electromagnetic suspension system for improved vehicle dynamics Citation for published version (APA): Gysen, B. L. J., Paulides, J. J. H., Janssen, J. L. G., & Lomonova, E. A. (2008). Active electromagnetic suspension system for improved vehicle dynamics. In IEEE Vehicle Power and Propulsion Conference, 2008 : VPPC '08 ; 3 - 5 Sept. 2008, Harbin, China (pp. 1-6). Institute of Electrical and Electronics Engineers. https://doi.org/10.1109/VPPC.2008.4677555 DOI: 10.1109/VPPC.2008.4677555 Document status and date: Published: 01/01/2008 Document Version: Publisher’s PDF, also known as Version of Record (includes final page, issue and volume numbers) Please check the document version of this publication: • A submitted manuscript is the version of the article upon submission and before peer-review. There can be important differences between the submitted version and the official published version of record. People interested in the research are advised to contact the author for the final version of the publication, or visit the DOI to the publisher's website. • The final author version and the galley proof are versions of the publication after peer review. • The final published version features the final layout of the paper including the volume, issue and page numbers. Link to publication General rights Copyright and moral rights for the publications made accessible in the public portal are retained by the authors and/or other copyright owners and it is a condition of accessing publications that users recognise and abide by the legal requirements associated with these rights. • Users may download and print one copy of any publication from the public portal for the purpose of private study or research.
    [Show full text]
  • Chapter 4 Vehicle Dynamics
    Chapter 4 Vehicle Dynamics 4.1. Introduction In order to design a controller, a good representative model of the system is needed. A vehicle mathematical model, which is appropriate for both acceleration and deceleration, is described in this section. This model will be used for design of control laws and computer simulations. Although the model considered here is relatively simple, it retains the essential dynamics of the system. 4.2. System Dynamics The model identifies the wheel speed and vehicle speed as state variables, and it identifies the torque applied to the wheel as the input variable. The two state variables in this model are associated with one-wheel rotational dynamics and linear vehicle dynamics. The state equations are the result of the application of Newton’s law to wheel and vehicle dynamics. 4.2.1. Wheel Dynamics The dynamic equation for the angular motion of the wheel is w& w =[Te - Tb - RwFt - RwFw]/ Jw (4.1) where Jw is the moment of inertia of the wheel, w w is the angular velocity of the wheel, the overdot indicates differentiation with respect to time, and the other quantities are defined in Table 4.1. 31 Table 4.1. Wheel Parameters Rw Radius of the wheel Nv Normal reaction force from the ground Te Shaft torque from the engine Tb Brake torque Ft Tractive force Fw Wheel viscous friction Nv direction of vehicle motion wheel rotating clockwise Te Tb Rw Ft + Fw ground Mvg Figure 4.1. Wheel Dynamics (under the influence of engine torque, brake torque, tire tractive force, wheel friction force, normal reaction force from the ground, and gravity force) The total torque acting on the wheel divided by the moment of inertia of the wheel equals the wheel angular acceleration (deceleration).
    [Show full text]
  • Optimum Vehicle Dynamics Control Based on Tire Driving and Braking
    23 Special Issue Modeling, Analysis and Control Methods for Improving Vehicle Dynamic Behavior Optimum Vehicle Dynamics Control Based on Tire Driving and Research Braking Forces Report Yoshikazu Hattori Abstract This paper discusses a method of controlling This report proposes a method of distributing the tire force exerted by each wheel of a vehicle the target force and moment of a vehicle to each as a means of ensuring steerability and stability. tire by considering variations in the tire force Conventional vehicle stability control systems caused by changes in the tire's vertical load, the generally rely on feedback of vehicle states such longitudinal slip, and so on. As a result, the as the side slip angle and yaw rate to enable proposed strategy achieves seamless behavior stabilization under a range of vehicle/road surface between the normal and the critical limit regions. combinations. On a low-friction road surface that And, we have confirmed that excellent levels of is incapable of applying sufficient force, steerability and stability can be achieved, relative however, it is unreasonable to expect a system to to conventional stability control systems, by provide sufficient control upon the occurrence of simulating a slalom maneuver. Also, this undesirable vehicle behavior. The tire force has a strategy enables effective vehicle control in the non-linear saturating characteristic, the value of face of unstable phenomena involving which varies with the vehicle state and road unbalanced lateral forces arising from changes in surface, making it difficult to determine the force the vehicle behavior, such as closing the throttle to be generated by each tire to ensure the desired during a turn maneuver.
    [Show full text]
  • Active Electromagnetic Suspension System for Improved Vehicle Dynamics
    Active electromagnetic suspension system for improved vehicle dynamics Citation for published version (APA): Gysen, B. L. J., Paulides, J. J. H., Janssen, J. L. G., & Lomonova, E. (2010). Active electromagnetic suspension system for improved vehicle dynamics. IEEE Transactions on Vehicular Technology, 59(3), 1156-1163. https://doi.org/10.1109/TVT.2009.2038706 DOI: 10.1109/TVT.2009.2038706 Document status and date: Published: 01/01/2010 Document Version: Publisher’s PDF, also known as Version of Record (includes final page, issue and volume numbers) Please check the document version of this publication: • A submitted manuscript is the version of the article upon submission and before peer-review. There can be important differences between the submitted version and the official published version of record. People interested in the research are advised to contact the author for the final version of the publication, or visit the DOI to the publisher's website. • The final author version and the galley proof are versions of the publication after peer review. • The final published version features the final layout of the paper including the volume, issue and page numbers. Link to publication General rights Copyright and moral rights for the publications made accessible in the public portal are retained by the authors and/or other copyright owners and it is a condition of accessing publications that users recognise and abide by the legal requirements associated with these rights. • Users may download and print one copy of any publication from the public portal for the purpose of private study or research. • You may not further distribute the material or use it for any profit-making activity or commercial gain • You may freely distribute the URL identifying the publication in the public portal.
    [Show full text]
  • Tyre Dynamics, Tyre As a Vehicle Component Part 1.: Tyre Handling Performance
    1 Tyre dynamics, tyre as a vehicle component Part 1.: Tyre handling performance Virtual Education in Rubber Technology (VERT), FI-04-B-F-PP-160531 Joop P. Pauwelussen, Wouter Dalhuijsen, Menno Merts HAN University October 16, 2007 2 Table of contents 1. General 1.1 Effect of tyre ply design 1.2 Tyre variables and tyre performance 1.3 Road surface parameters 1.4 Tyre input and output quantities. 1.4.1 The effective rolling radius 2. The rolling tyre. 3. The tyre under braking or driving conditions. 3.1 Practical brakeslip 3.2 Longitudinal slip characteristics. 3.3 Road conditions and brakeslip. 3.3.1 Wet road conditions. 3.3.2 Road conditions, wear, tyre load and speed 3.4 Tyre models for longitudinal slip behaviour 3.5 The pure slip longitudinal Magic Formula description 4. The tyre under cornering conditions 4.1 Vehicle cornering performance 4.2 Lateral slip characteristics 4.3 Side force coefficient for different textures and speeds 4.4 Cornering stiffness versus tyre load 4.5 Pneumatic trail and aligning torque 4.6 The empirical Magic Formula 4.7 Camber 4.8 The Gough plot 5 Combined braking and cornering 5.1 Polar diagrams, Fx vs. Fy and Fx vs. Mz 5.2 The Magic Formula for combined slip. 5.3 Physical tyre models, requirements 5.4 Performance of different physical tyre models 5.5 The Brush model 5.5.1 Displacements in terms of slip and position. 5.5.2 Adhesion and sliding 5.5.3 Shear forces 5.5.4 Aligning torque and pneumatic trail 5.5.5 Tyre characteristics according to the brush mode 5.5.6 Brush model including carcass compliance 5.6 The brush string model 6.
    [Show full text]
  • Components Sizing and Performance Analysis of Hydro-Mechanical Power Split Transmission Applied to a Wheel Loader
    energies Article Components Sizing and Performance Analysis of Hydro-Mechanical Power Split Transmission Applied to a Wheel Loader Shaoping Xiong 1,*, Gabriel Wilfong 2 and John Lumkes Jr. 2 1 Department of Mechanical Design & Manufacturing, College of Engineering, China Agricultural University-East Campus, 17 Qinghua East Rd, Haidian District, Beijing 100083, China 2 Department of Agricultural & Biological Engineering, College of Engineering, Purdue University-Main Campus, 225 S. University Street, West Lafayette, IN 47907, USA; [email protected] (G.W.); [email protected] (J.L.J.) * Correspondence: [email protected] Received: 26 March 2019; Accepted: 19 April 2019; Published: 28 April 2019 Abstract: The powertrain efficiency deeply affects the performance of off-road vehicles like wheel loaders in terms of fuel economy, load capability, smooth control, etc. The hydrostatic transmission (HST) systems have been widely adopted in off-road vehicles for providing large power density and continuous variable control, yet using relatively low efficiency hydraulic components. This paper presents a hydrostatic-mechanical power split transmission (PST) solution for a 10-ton wheel loader for improving the fuel economy of a wheel loader. A directly-engine-coupled HST solution for the same wheel loader is also presented for comparison. This work introduced a sizing approach for both PST and HST, which helps to make proper selections of key powertrain components. Furthermore, this work also presented a multi-domain modeling approach for the powertrain
    [Show full text]
  • Vehicle Handling Dynamics: Theory and Application
    Contents Preface .......................................................................................................................... xi Preface to Second Edition .......................................................................................... xiii Symbols........................................................................................................................ xv CHAPTER 1 Vehicle Dynamics and Control .........................................1 1.1 Definition of the Vehicle.....................................................................1 1.2 Virtual Four-Wheel Vehicle Model ....................................................1 1.3 Control of Motion...............................................................................2 CHAPTER 2 Tire Mechanics .................................................................5 2.1 Preface.................................................................................................5 2.2 Tires Producing Lateral Force ............................................................5 2.2.1 Tire and Side-Slip Angle.......................................................... 5 2.2.2 Deformation of Tire with Side Slip and Lateral Force ........... 7 2.2.3 Tire Camber and Lateral Force................................................ 8 2.3 Tire Cornering Characteristics............................................................9 2.3.1 Fiala’s Theory........................................................................... 9 2.3.2 Lateral Force..........................................................................
    [Show full text]
  • VEHICLE DYNAMICS NVRIYO PLE SCIENCES APPLIED of UNIVERSITY AHOHCUEREGENSBURG FACHHOCHSCHULE OHCUEFÜR HOCHSCHULE HR COURSE SHORT Rf R Er Rill Georg Dr
    FACHHOCHSCHULE REGENSBURG UNIVERSITY OF APPLIED SCIENCES HOCHSCHULE FÜR TECHNIK WIRTSCHAFT SOZIALES SHORT COURSE Prof. Dr. Georg Rill © Brasil, August 2007 VEHICLE DYNAMICS Contents Contents I 1 Introduction 1 1.1 Terminology ................................... 1 1.1.1 Vehicle Dynamics ............................ 1 1.1.2 Driver .................................. 1 1.1.3 Vehicle .................................. 2 1.1.4 Load ................................... 3 1.1.5 Environment .............................. 3 1.2 Definitions .................................... 3 1.2.1 Reference frames ............................ 3 1.2.2 Toe-in, Toe-out ............................. 4 1.2.3 Wheel Camber ............................. 5 1.2.4 Design Position of Wheel Rotation Axis ............... 5 1.2.5 Steering Geometry ........................... 6 1.3 Driver ....................................... 8 1.4 Road ....................................... 9 2 TMeasy - An Easy to Use Tire Model 11 2.1 Introduction ................................... 11 2.1.1 Tire Development ............................ 11 2.1.2 Tire Composites ............................ 11 2.1.3 Tire Forces and Torques ........................ 12 2.1.4 Measuring Tire Forces and Torques ................. 13 2.1.5 Modeling Aspects ........................... 14 2.1.6 Typical Tire Characteristics ...................... 17 2.2 Contact Geometry ................................ 18 2.2.1 Basic Approach ............................. 18 2.2.2 Local Track Plane ............................ 21 2.2.3
    [Show full text]
  • Vehicle Handling Test Procedures
    HSRI Report No. PF-100 VEHICLE HANDLING TEST PROCEDURES Howard Dugoff R.D.Ervin Leonard Segel Highway Safety Research Institute University of Michl;pan Huron Parkway and Baxter Road Ann Arbor, Michigan 481 05 November 1970 Final Report Contract FH-11-7297 Prepared for National Highway Safety Bureau US. Department of Transportation Washington, D.C. 20591 Availability is unlimited. Document may be released to the Clearinghouse for Federal Scientific and Technical Information, Springfield, Virginia 22151, for sale to the public. The contents of this report reflect the views of the Highway Safety Research Institute which is responsible for the facts and the accuracy of the data presented herein. The contents do not necessarily reflect the official views or policy of the Department of Transportation. This report does not constitute a standard, specification or regulation. 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No.- I I i I I 4. Title and Subtitle 1 5. Report Date VEHICLE HANDLING TEST PROCEDURES 6. Performing Orgamzation Code I i I 7. Author(s) 8. Performing Organization Report No. I I H. Dugoff, R. D. Ervin, and L. Segel PF- 100 I 9. Perfornllng Organization Name and Address I 10. Work Unit No, / Highway Safety Research Institute University of Michigan 1 Huron Parkway 6 Baxter Rd. I Ann Arbor, Michigan 48105 I 12. Sponsoring Agency Name and Address I Final Report- 7/69- 11/70 i National Highway Safety Bureau I U.S. Department of Transportation L 14. Sponsoring Agency Code ; Washington, D.C. 20591 15 Supplementary Notes I I - i l 16.
    [Show full text]