An Overview of Vehicle Dynamics

Thomas D. Gillespie, Ph.D.

Research Professor Emeritus, University of Michigan Director of Product Development, Mechanical Simulation Corporation
Fundamentals of Vehicle Dynamics T. D. Gillespie, 2010
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Personal Background
Mechanical Engineer (BS, MS, PhD) Ford Motor Company Heavy Truck
Design Analyst (braking certification, ride, handling) Group Leader in Development Department

University of Michigan
Transportation Research Institute
Vehicle dynamic simulation Road roughness ..

Mechanical Engineering
Automotive Engineering Integrated Vehicle Systems Design Vehicle Dynamics

Mechanical Simulation Corporation

Founder Director of Product Development
Fundamentals of Vehicle Dynamics T. D. Gillespie, 2010
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Importance of Vehicle Dynamics

Vehicle dynamics are essential parts of the vehicle development process By vehicle dynamics we mean:
Acceleration Braking Ride Handling Rollover

Understanding the mechanics determining vehicle dynamic performance Tools for developing good dynamics

Fundamentals of Vehicle Dynamics

T. D. Gillespie, 2010

Product Development Process

Customer Wants
Market Surveys Benchmarking
CAL IBR AT
Requirements Bill of Materials

Sales
Production
E
Prototype Vehicles Systems

DE N SIG
Systems Sub-systems Components Fundamentals of Vehicle Dynamics

FABRICATE / BUILD

VAL IDA TE/

Sub-systems

Components

T. D. Gillespie, 2010

Product Development Process

As the design evolves changes become more expensive
Market Surveys Benchmarking Production
E CAL IBR AT VAL IDA TE/
Prototype Vehicles Systems

Cost of Change/Redesign

Requirements Bill of Materials

DE N SIG
Systems Sub-systems Components

Sub-systems

Components

Concept

FABRICATE / BUILD

Production

Time
Fundamentals of Vehicle Dynamics T. D. Gillespie, 2010
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Tools to Aid Product Development

Apply an understanding of vehicle dynamics Replace physical testing with virtual testing

Driving simulation

Vehicle simulation

Fundamentals of Vehicle Dynamics

T. D. Gillespie, 2010

Vehicle Simulation in Product Development

Customer Wants
Market Surveys Benchmarking
CAL IBR AT
Requirements Bill of Materials

Sales
Production
E
Prototype Vehicles Systems

DE N SIG
Systems

VAL IDA TE/

CarSim, SIL

Sub-systems

Sub-systems

CarSim, RT, HIL

Components

Components

FABRICATE / BUILD

Fundamentals of Vehicle Dynamics

T. D. Gillespie, 2010

Mechanical Complexity
Mechanical complexity has grown exponentially First cars had about 2000 parts Modern cars have about 14,000
1966 Mustang 2003 Mustang

Fundamentals of Vehicle Dynamics

T. D. Gillespie, 2010

Electronic Complexity
Electronics augment mechanical systems for Sensing Computing Control Result: ECUs proliferate Functions of multiple ECUs need to be coordinated Many influence vehicle dynamic behavior

Growth in Microcontroller Use

Fundamentals of Vehicle Dynamics

T. D. Gillespie, 2010

Forces on a Car
To understand dynamics we need to know the forces acting on the vehicle Primary forces come Ma Mg from the tires sin h Gravity Mg B LA Aerodynamics Fx f PM Trailer towing forces b dh D A F A zf Road grades L/2 h L c h
x

Mg

cos

R R

hx

F xr

hz

zr

Analysis to determine dynamic loads

Front and rear Side to side

DLC Tire Forces.exe

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Powertrain Architecture
Powertrain components must be matched for driveability Matched components Engine (torque and power) Clutch/torque converter Transmission (ratios and shift points) Differentials (limited slip) Final drive (ratio)

Engine Speed

1st G ear (1 2.0 1 ra ti o) 2n d( 7.8 2) 3r d (5 .1 6) 4t h (3 .8 1)

) 79 2. h( 5t

1989 Taurus SHO Road Speed

Lockup

100 80 60 40 20 Efficiency (%)

Output/Input Torque Ratio

2.0 1.5 1.0 0.5 0 0

0 0.2 0.4 0.6 0.8 1.0 Output/Input Speed Ratio

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Acceleration Tests
Mile Acceleration Test

It is difficult, costly, and time consuming to experiment with gear ratios in hardware Ratios can be optimized in minutes using simulation

Fundamentals of Vehicle Dynamics

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Fuel Consumption
Gear ratios affect fuel consumption

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FWD vs RWD Handling

Powertrain architecture affects handling Drive forces reduce cornering forces FWD car is limit understeer RWD car is limit oversteer

Front wheel drive

Rear wheel drive

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Brake Systems
Brake sizing Front/rear proportioning
Static load variation Dynamic load variations
Rear Brake
Rea r

Vacuum Assist Brake Pedal

b ra ke l ines

Master Cylinder

ABS function Fluid dynamics Performance metrics Stopping distance Braking stability Braking in a turn Adhesion utilization Vehicle variables
Load, CG height

Parking Brake

Combination Valve
es nt lin o Fr rake Front b Brake

Environmental variables
Friction level Split mu

This is a performance mode regulated by governments:

CMV Rule 96, UNECE13H, FMVSS 135, CMVSS 135 T. D. Gillespie, 2010 15

Fundamentals of Vehicle Dynamics

Aerodynamics
Aerodynamic forces Drag, lift, side force Aerodynamic moments Pitch, yaw and roll Performance metrics Drag (fuel economy) Lift (handling) Cross-wind sensitivity High-speed stability

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Design for Ride

Sprung mass Suspensions Unsprung masses Tires Moments of inertia Performance metrics Seat accelerations Floor accelerations Steering wheel accelerations Visual cues Noise Passive vs. active suspensions

Maurice Olley Olleys K-square rig

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Ride
Suspensions are needed for ride isolation
M
Mean Square Acceleration Sprung Mass Natural Frequency 2 Hz 1.75 Hz 1.5 Hz 1.25 Hz 1 Hz
Area under the curve is the mean square acceleration

Fb

fn =

K suspension Mass
Zu

KS m Kt

CS

Fw

10 15 Frequency (Hz)

20

25

Soft springs for good ride Long suspension travel Not good for handling

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Active Suspension Body Control

Cars on 10 cm bump.exe

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Turning
Low-speed behavior determined by geometry Basis for Ackerman steering geometry Performance metrics
Curb to curb Inboard off-tracking o i
Ackerman (blue) and Parallel (green) steer, 30 deg inside wheel angle

Ackerman vs Parallel Steer.exe

R
Inboard off-tracking
2 L 2R

t/2

Turn Center T. D. Gillespie, 2010 20

Fundamentals of Vehicle Dynamics

Handling and Turning

High-speed turning characterized by understeer gradient Key variables:
Weight and distribution CG Height and location Suspensions Tires Steering system

Performance metrics Understeer gradient Yaw and roll damping Transient response On-center steering feel NHTSA Fishhook

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Suspensions
Primary purpose is to provide ride isolation Suspensions play key role in handling
Roll steer
Inclination of Suspension Roll Axis
gi

Camber
Roll Center
bo go

bi

Overste er

Neutral Steer
ste Under er

t/2
Front of Vehicle

Roll moment distribution

Roll center
Fy hr F yi
o
t

Lateral force compliance steer

Fyo Fzo

Cornering Force
Roll center animation

Fz i

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Steering Systems
Steering systems have primary influence on understeer Key variables are: Rack and pinion Road wheel geometry Caster, inclination, offset Linkage Steering arm Ratios Rack Kinematics Compliances Tire rod Geometry errors Performance metrics Gearbox Torque Returnability Cornering response Tire rod
Gearbox Steering arm Pitman arm Relay link Idler arm
Fundamentals of Vehicle Dynamics T. D. Gillespie, 2010 23

Rollover
Simulation gives us a way to study rollover mechanics 0.45 Rollover threshold, gs

Rigid vehicle: T/2h Compliant tires

Compliant suspension

0.40

0.35

5th-wheel & spring lash Suspension miss-match Lateral suspension & body compliances Off-center or shifting cargo
Tilt Table.exe

0.30

0.25

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Rollover Mitigation by ESC

Rollover occurs when excessive lateral acceleration upsets the roll balance of the vehicle. Lateral acceleration arises from a sideways drift (sideslip angle). Solution
Rotate the vehicle into its direction of travel to decrease the lateral acceleration
Weight Latacc

Method
Apply brakes on the side towards which it should turn Electronic Stability Control (ESC)

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Dire c o f T ti o n rave l

ESC -- FMVSS 126/ECE 13

Gain Gain= =1.0 1.0
Gain Gain==Gain Gain++0.5 0.5 V = 82 V = 82km/h km/h driver drivermodel model==on on Speed Speedcontrol control==off off Initialize Initializevehicle vehicleposition position

steer angle A for Ay = 0.3 g

When WhenV V80: 80: Initialize peak Initialize peakyaw yawrate rate Initialize InitializeYCG YCG Initialize Initializeevent eventclock clocktime time Start StartSine Sinewith withDwell Dwell

When WhenT_Event T_Event==1.07: 1.07: Is IsGain Gain5.0? 5.0?

Test Procedure
No No No FAIL FAIL

Yes No
Is IsYCG YCG>>1.83 1.83m? m?

Yes
When WhenT_Event T_Event==2.93 2.93sec: sec: Is yaw rate < 35% of Is yaw rate < 35% ofpeak? peak?

Run tests to find steer for Ay = 0.3 g at 80 km/h Run sine with dwell tests Check lateral position (T = 1.07) Compare yaw rate at two times to peak yaw rate Test until steer > 270
T. D. Gillespie, 2010 26

Yes
When WhenT_Event T_Event==3.67 3.67sec: sec: Is yaw rate < 20% of Is yaw rate < 20% ofpeak? peak?

Yes No Is IsGainA GainA> >270 270 Yes PASS PASS

Fundamentals of Vehicle Dynamics

THANK YOU

tdg@carsim.com
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