“Dynamic Balancing of the Vehicle while Cornering” is the concept to avoid Roll-Over of the vehicle and provide comfort to the passengers while cornering by tilting the vehicle opposite to the centrifugal force to cancel it, which leads to shift of C.G point of vehicle and provide comfort to the Passengers.

1. DYNAMIC BALANCING OF TILTING VEHICLE
 Guided by
-Prof. S.C.FARGADE
 Presented by
-VINOD I. VERMA
-SUHAS S. VYAVAHARE
-SACHIN J. VAKHARE
-SIDDHARTH S. MANIYAR
[B.E. Mechanical]
AMRUTVAHINI COLLEGE OF
ENGINEERING,SANGAMNER

2. INTRODUCTION
 Basic requirement of vehicle - to provide comfort as well as
safety .
 But while cornering at high speed , it tilts causing discomfort
and chances of accidents by rollover of vehicle .
 Because of the centrifugal force acting on vehicle CG get
displaced which leads to tilting of the vehicle in the opposite
direction of cornering.
 Hence to minimize this phenomenon....
Why we are not tilting it to opposite side...???

3. TILTING ?
 Tilting of the passenger
cockpit with respect to
Vertical plane along the
Longitudinal axis of vehicle.
 The cockpit tilted in the same direction of turning , keeping the
chassis normal .
 Because of this, CG get tilted canceling the shifting of weight
which is produced due to the centrifugal force acting on it while
high speed cornering.

4. DYNAMIC BALANCING!
Tilting angle depends on
Driver intention
Velocity
Curvature radius
Respective road banking
Hazardous situation
Dynamic balancing system.

5. VARIOUS INGRATED SYSTEMS
 ABS(ANTI-LOCK BRAKING SYSTEM)
 TCS(TRACTION CONTROL SYSTEM)
 ESP(ELECTRONIC STABILITY PROGRAM)

6. ESP
DBS
Driver Intension
Steering Angle
Level sensor
Hazardous
Situation
Velocity
Tilting
Actuator
Lateral
Acceleration
Yaw Rate
Steering angle
velocity
Wheel speed

7. INTERVENTIONS OF
ESP & DBS
ESP Monitoring – 25 times a sec
Communication with driver
Period of intervention
DBS steer angle velocity
understeer
oversteer
off road maneuverabilities
Period of intervention

9. ALTERNATIVES FOR TILTING
SPLITING OF CHASSIS
MODIFICATION IN EXISTING
SUSPENSION

10. TILTING MECHANISMS
BY POWER SCREW
BY USING PNEUMATIC ACTUATORS
BY USING HYDRAULIC ACTUATORS
BY USING ELECTROMECHANICAL ACTUATOR
BY STEPPER MOTOR

11. ANALYTICAL CONCLUSION
Vs2 =gC(sinθ +µcosθ)/(cosθ + µsinθ)
Vo
2 =gC(a cosθ +2h sinθ)/(2h cosθ – a sinθ)
µ=0.8
Θ =130
C=30m
g=9.8m/s2
a=1.763m
h=1.520m

12.  Sliding velocity for non-tilting car =14.34m/s
( 51.624kmph )
 Overturning velocity for the same =13.06m/s
( 47.03kmph )
Whereas for a tilting car that can tilt 13 degrees into the curve
 Sliding velocity =16.002m/s =57.62kmph
 Overturning velocity =16.5m/s = 59.24 kmph
 Increase in sliding velocity = 11.61475%
 Increase in overturning velocity =25.94%

13. ADVANTAGE
 This design improves flexibility.
 Reduces risk of accident.
 Provides Dynamic comfort.
 Life span of tire increases.

14. FUTURE SCOPE…
 The car design in itself is futuristic and can be soon find in
some production versions of four-wheeled tilting cars.
 A feature can be added to the existing suspension using a
minor programming change.
 We can use this mechanism in heavy vehicles and trailors.

15. CONCLUSION..
 Increase the threshold velocity of a Tilting car in a curve.
 It help to balance the centrifugal force on vehicle.
 ESP with rollover mitigation function helps the driver to stay
on road and to avoid tripping obstacles by yaw control.

16. REFERENCES
1] Thomas D. Gillespie “Fundamentals of Vehicle Dynamics”, Society of Automotive Engineers, Volume
No.1.
2] Benjamin Drew, Kevin Edge, Matt Barker, Jos Darling & Geraint Owen “System Development for
Hydraulic Tilt Actuation of a Tilting Narrow Vehicle”, The Ninth Scandinavian International Conference on
Fluid Power, SICFP ’05, June 1-3, 2005, Linköping, Sweden.
3] D. Piyabongkarn, T. Keviczky and R. Rajamani “Active Direct Tilt Control For Stability Enhancement Of
A Narrow Commuter Vehicle”, International Journal of Automotive Technology, Vol. 5, No. 2, pp. 77−88
(2004).
4] Hans Prem, Luan Mai, Lazslo (Les) Brusza “Tilt Testing Of Two Heavy Vehicles
And Related Performance Issues”, Mechanical System Dynamics Pty Ltd.
5] E. K. Liebemann, K. Meder, J. Schuh, G. Nenninger “Safety and Performance Enhancement: The Bosch
Electronic Stability Control (ESP)”, Robert Bosch GmbH Germany, Paper Number 05-0471.
6] Akihito kazato “A Tilt Control System Focused on Preventing Motion Seakness”,Railway Technology
Avalanche No.38,March 21,2012.

17. THANK YOU…