Professional Documents
Culture Documents
Centrifugal Force
mV2/R
High Speed Cornering
• A side force acting on a tire produces a
slip angle
f
57.3 L/R
r r
f
Wf
Wr
K ( )
Cf Cr
Demo Click
Steer Angle with Speed
• The way in which steer angle changes
with speed on a constant-radius turn
for each of these cases is illustrated in
Fig. With a neutral steer vehicle, the
steer angle to follow the curve at any
speed is simply the Ackerman Angle.
• With understeer the angle increases
with the square of the speed, reaching
twice the initial angle at the
characteristic speed.
• In the oversteer case, the steer angle
decreases with the square of the speed
and becomes zero at the critical speed
value.
Characteristic Speed
• Characteristic speed is simply the speed at which the steer angle
required to negotiate any turn is twice the Ackerman Angle.
2 57.3L / R 57.3L / R Ka y
Ka y 57.3L / R
V2 L
K 57.3
gR R
Vchar 57.3Lg / K
0 57.3L / R Ka y
Ka y 57.3L / R
V2 L
K 57.3
gR R
Vcrit 57.3Lg / K
Yaw Velocity
Lateral Acceleration
Steering Angle
Radius of Curvature
Lateral Acceleration Gain
1/ R 1
L KV / g
2
gL
Vx
K
Roll Axis
Fig: 16.4
Body Roll
ks ks
s s s s 1 2
M cG k s k s k s s k
2 2 2 2 2
If a roll bar is included then
1 2
M cG 2 ks s kr (k kr )
K φ Roll stiffness of the suspension 0.5k ss 2
Lateral Load Transfer
To Determine the Load coming on the left and Right Wheels
t
( Fz 0 Fzi ) ( Fy 0 Fyi ) hr K 0
2
hr K
Fz 0 Fzi 2( Fy 0 Fyi ) 2
t t
hr K
2 Fy 2
t t
2 Fy hr
Lateral load transfer due to cornering force
t
2K
Lateral load transfer due to vehicle roll
t
Roll Angle
K Roll stiffness of the suspension 0.5ks s 2
=Roll Angle
Wh1V 2 / Rg Wh1a y
Kf Kr Wh1 Kf Kr Wh1
Roll Rate
d Wh1
Roll Rate
da y Kf Kr Wh1
The roll rate is usually in the range of 3to 7 deg rees / g
on typical passenger cars
From foregoing equations
Roll Moment
Roll Moments
2 2
Wh1V /( Rg ) V
M f Kf
'
Wf hf Fzf t f
Kf Kr Wh1 Rg
2 2
Wh1V /( Rg ) V
M r Kr
'
Wr hr Fzr t r
Kf Kr Wh1 Rg
2
WfV
Fyf [Cf 2bF ] f z
2
gR
on the rear tires
2
WrV
Fyr [Cr 2bF ] r z
2
gR
b is the second coefficient in the cornering stiffness polynomial
Slip Angles due to Lateral Force
2
WfV
Fyf [Cf 2bF ] f
z
2
gR
2
WfV
f
gR[Cf 2bF ] z
2
2
WrV
Fyr [Cr 2bF ] r
z
2
gR
2
WrV
r
gR[Cr 2bFz ]
2
Understeer Gradient Due to Roll Moment Distribution
L
57.3 ( f r )
R
L W f V 2 / Rg WrV 2 / Rg
57.3
R (Cf 2bFzf ) (Cr 2bFzr2 )
2
C 2bFz2
1 1 1 2bFz2
(1 )
(C 2bFz )
2
2bFz2
C C
C (1 )
C
L Wf
W W f 2bFzf2 Wr 2bFzr2 V 2
57.3 [( r )( )]
R Cf Cr Cf Cf Cr Cr gR
W f 2bFzf2 Wr 2bFzr2
K llt
Cf Cf Cr Cr
C
W f Gradient
Understeer
L Wr W f 2bF 2
W
57.3 [( )(
zf
R Cf Cr Cf Cf C
W f 2bF 2
Wr 2bF 2
K llt
zf zr
Cf Cf Cr Cr
Understeer Gradient due
to lateral load transfer
Klfcs= AfWf-ArWr
Positive
Caster point
Aligning Moment
p Cf Cr
K at W
L Cf Cr
• Because the C values are positive, the aligning torque
effect is positive (understeer) and cannot ever be negative
(oversteer).
• The understeer due to this mechanism is normally less than
0.5 deg/g. However, aligning torque is indirectly
responsible for additional, and more significant, understeer
mechanisms through its influence on the steering system.
Effect of Tractive Forces on Cornering
• Considering tractive forces , the Understeer gradient equation
can be written as follows:
Fig: 16.10
W f Fxf Wr Fxr
K tf ( )
Cf Cf Cr Cr
• If Fxf is positive it causes an oversteer influence (pulls
the front of the vehicle into the turn). Thus this
mechanism is an oversteer influence with a FWD in the
throttle-on case.
• If Fxr is positive it causes an understeer influence by the
same reasoning on a RWD.
• On a 4WD these mechanisms would suggest that the rear
axle should “over drive” the front axle to ensure
understeer behavior.
FWD Understeer Influences
• In a front wheel drive vehicle, as per the equation derived the
vehicle oversteers
W f Fxf Wr Fxr
K tf ( )
Cf Cf Cr Cr
Wf Wr
K corneringstiffnes Tire cornering stiffness
Cf Cr
W f 2bFzf2 Wr 2bFzr2 Lateral load transfer
K llt
Cf Cf Cr Cr
Cf f Cr r Camber thrust
K camber ( )
Cf Cr a y
p Cf Cr
K at W Aligning torque
l Cf Cr
W f Fxf Wr Fxr Tractive Forces
K tf ( )
Cf Cf Cr Cr
r p
K strg W f Steering system
K ss
• Transient Inputs
– Step steer
– Ramp Steer
– Sinusoidal input
Inputs (Step steer)
Variable
Step steer
Fig: 15.25
Inputs (Ramp Steer)
Variable
Ramp steer Simulation
Fig: 15.26
Input (sinusoidal steer input)
Sinusoidal steer
Vehicle Dynamic Tests
• The intent of these test procedure is to subjectively determine
the road holding ability and handling characteristics of a
vehicle.
Vehicle Dynamic Tests
Introduction to rollover
Causes of rollover
Avoidance of rollover
22% 9%
Cars 3 1% SUVs
25%
63%
42%
2% 2%
1%
4%
14% 14 %
41% 43%
Vans Pickups
40% 39%
Roll Over Models-First Order
(Quasi-Static Roll)
Height of CG -h
Track Width-t
SSF= Static Stability Factor= t/2h
Rollover Probability V/S Static Stability
Factor
50%
Probability of Rollover per Single Vehicle Crash
40%
30%
20%
10%
0%
1 1.05 1.1 1.15 1.2 1.25 1.3 1.35 1.4 1.45 1.5 1.55 1.6
Static Stability Factor
Reduced Roll Over Tendency
Roll Over-Transient Maneuvers