97th transportation research board meeting presentation-poster session 583Ozgur Bezgin
This presentation introduces the concept of impact reduction factor and a method both developed by Dr. Niyazi Özgür Bezgin that can estimate vertical impact forces on railways due to changes in track profile. The Bezgin Impact Factors KB1 and KB2 are introduced.
For my Senior Design class, we built a formula style car and competed against 40 other schools from across the country. This presentation was for the design event where we had to "sell"our design to a group of mock investors describing our design\'s benefits.
Team Spark Racing - FSAE Italy & SAE Supra 2015Dhamodharan V
Spark Racing is the official FSAE Team of Sri Venkateswara College of Engineering, Sriperumbudur. Our Student Formula Car built was driven at FSAE Italy, 2015. Emerged 39th in the combustion category among 55 teams.
MASS PROPERTIES and AUTOMOTIVE DIRECTIONAL STABILITYBrian Wiegand
The quantification of automotive directional stability may be expressed through various stability metrics, but perhaps the most basic of these automotive stability metrics is the “Understeer Gradient” (Kus). The Understeer Gradient (in degrees or radians per unit gravity) appears extremely uncomplicated when viewed in its most common formulation.
This metric appears to depend only on the front and rear axle weight loads (Wf, Wr), and on the front and rear axle cornering stiffnesses (Csf, Csr). However, those last quantities vary with lateral acceleration, and the nature of that variation is dependent upon many other parameters of which some of the most basic are: Total Weight, Sprung Weight, Unsprung Weight, Forward Unsprung Weight, Rear Unsprung Weight, Total Weight LCG, Sprung Weight LCG, Total Weight VCG, Sprung Weight VCG, Track, Front Track, Rear Track, Roll Stiffness, Front Roll Stiffness, Rear Roll Stiffness, Roll Axis Height, Front Roll Center Height, and Rear Roll Center Height. Note that exactly half of these automotive directional stability parameters as listed herein are mass properties.
The purpose of this paper is to explore, through a skidpad simulation, the relative sensitivity of automotive directional stability (as quantified through the Understeer Gradient) to variation in each of the noted vehicle parameters, with special emphasis on the mass property parameters.
The simulation is constructed in a spreadsheet format from the relevant basic automotive dynamics equations; the normal and lateral loads on the tires are determined as the lateral acceleration is increased incrementally by a small amount (thereby maintaining a “quasi-static” or “steady-state” condition). The normal loads are used for the calculation of the lateral traction force potentials at each tire, with the required (centripetal) lateral traction forces apportioned accordingly. From those required (actual) lateral tire forces the corresponding tire cornering stiffnesses are determined; this determination is based upon a tire model developed through a regression analysis of tire test data.
This construction of a fairly comprehensive lateral acceleration simulation from basic automotive dynamic relationships, instead of depending upon commercial automotive software such as “CarSim” (vehicle model) and Pacjeka “Magic Formula” (tire model), constitutes a unique aspect of this paper; this return to basics hopefully provides a clearer view and understanding of the results than would be the case otherwise. Even more unique is this paper’s emphasis on, and exploration of, the role specific mass property parameters play in determining automotive directional stability.
97th transportation research board meeting presentation-poster session 583Ozgur Bezgin
This presentation introduces the concept of impact reduction factor and a method both developed by Dr. Niyazi Özgür Bezgin that can estimate vertical impact forces on railways due to changes in track profile. The Bezgin Impact Factors KB1 and KB2 are introduced.
For my Senior Design class, we built a formula style car and competed against 40 other schools from across the country. This presentation was for the design event where we had to "sell"our design to a group of mock investors describing our design\'s benefits.
Team Spark Racing - FSAE Italy & SAE Supra 2015Dhamodharan V
Spark Racing is the official FSAE Team of Sri Venkateswara College of Engineering, Sriperumbudur. Our Student Formula Car built was driven at FSAE Italy, 2015. Emerged 39th in the combustion category among 55 teams.
MASS PROPERTIES and AUTOMOTIVE DIRECTIONAL STABILITYBrian Wiegand
The quantification of automotive directional stability may be expressed through various stability metrics, but perhaps the most basic of these automotive stability metrics is the “Understeer Gradient” (Kus). The Understeer Gradient (in degrees or radians per unit gravity) appears extremely uncomplicated when viewed in its most common formulation.
This metric appears to depend only on the front and rear axle weight loads (Wf, Wr), and on the front and rear axle cornering stiffnesses (Csf, Csr). However, those last quantities vary with lateral acceleration, and the nature of that variation is dependent upon many other parameters of which some of the most basic are: Total Weight, Sprung Weight, Unsprung Weight, Forward Unsprung Weight, Rear Unsprung Weight, Total Weight LCG, Sprung Weight LCG, Total Weight VCG, Sprung Weight VCG, Track, Front Track, Rear Track, Roll Stiffness, Front Roll Stiffness, Rear Roll Stiffness, Roll Axis Height, Front Roll Center Height, and Rear Roll Center Height. Note that exactly half of these automotive directional stability parameters as listed herein are mass properties.
The purpose of this paper is to explore, through a skidpad simulation, the relative sensitivity of automotive directional stability (as quantified through the Understeer Gradient) to variation in each of the noted vehicle parameters, with special emphasis on the mass property parameters.
The simulation is constructed in a spreadsheet format from the relevant basic automotive dynamics equations; the normal and lateral loads on the tires are determined as the lateral acceleration is increased incrementally by a small amount (thereby maintaining a “quasi-static” or “steady-state” condition). The normal loads are used for the calculation of the lateral traction force potentials at each tire, with the required (centripetal) lateral traction forces apportioned accordingly. From those required (actual) lateral tire forces the corresponding tire cornering stiffnesses are determined; this determination is based upon a tire model developed through a regression analysis of tire test data.
This construction of a fairly comprehensive lateral acceleration simulation from basic automotive dynamic relationships, instead of depending upon commercial automotive software such as “CarSim” (vehicle model) and Pacjeka “Magic Formula” (tire model), constitutes a unique aspect of this paper; this return to basics hopefully provides a clearer view and understanding of the results than would be the case otherwise. Even more unique is this paper’s emphasis on, and exploration of, the role specific mass property parameters play in determining automotive directional stability.
Mass Properties and Automotive Braking, Rev bBrian Wiegand
In 1984, for the 43rd Annual International Conference of the SAWE, this author presented Paper Number 1634, “Mass Properties and Automotive Longitudinal Acceleration”. In that paper the effects upon automotive acceleration of varying the relevant mass property parameters were explored by use of a computer simulation. The computer simulation of automotive longitudinal acceleration allowed for the study of each individual parameter because a simulation allows for the decoupling of the parameters in a way that is not possible physically. The principal mass property parameters involved were the vehicle weight and rotating component inertias, collectively known as the “effective mass”, plus the longitudinal and vertical coordinates of the vehicle center of gravity.
However, just as it is important for a vehicle to be able to accelerate, it is perhaps even more important for a vehicle to be able to decelerate. The same mass properties that were relevant to the matter of automotive acceleration are also relevant to the matter of automotive deceleration, a.k.a. braking, although for the braking case that collective of vehicle translational inertia and rotational component inertias known as the “effective mass” requires somewhat different handling. As was the case with automotive acceleration, automotive braking will be explored by use of a computer simulation whereby the effect of variation of each of the mass property parameters can be studied independently. However, this task is considerably easier as the creation of a braking simulation is a minor effort compared to the creation of an acceleration simulation.
The method described in this presentation is just one way of pulling the build off, mostly based on what my team did. There is no doubt that there might be better ways. The purpose of this presentation was for the newbies to see how the various mechnicals come together, their relative proportions, sizes, positions, layouts, etc.
Also, I shall carry out corrections and revisions from time to time, so that more information can be passed on effectively to successive BAJA aspirants.
This is Part 3 of a 10 Part Series in Automotive Dynamics and Design, with an emphasis on Mass Properties. This series was intended to constitute the basis of a semester long course on the subject.
5- MASS PROPERTIES ANALYSIS and CONTROL Brian Wiegand
This is Part 5 of a 10 Part Series in Automotive Dynamics and Design, with an emphasis on Mass Properties. This series was intended to constitute the basis of a semester long course on the subject.
IT IS BECAUSE VEHICLE DYNAMICS IS SO DEPENDENT ON MASS PROPERTIES THAT AN ENTIRE ENGINEERING DISCIPLINE IS DEVOTED TO “MASS PROPERTIES ANALYSIS & CONTROL”. THIS CLASS PRESENTATION WAS CREATED WITH THE INTENT TO ACQUAINT THE STUDENT WITH THE BASIC MATHEMATICS UNDERLYING THE PRACTICE OF "MASS PROPERTIES ANALYSIS AND CONTROL".
Longitudinal Vehicle Dynamics
-Maximum tractive effort of two-axle and track-semitrailer vehicles.
-The braking force of a two-axle vehicle.
-Acceleration time and distance.
-Relationship between engine torque and thrust force.
-Relationship between engine speed and vehicle speed
This is Part 2 of a 10 Part Series in Automotive Dynamics and Design, with an emphasis on Mass Properties. This series was intended to constitute the basis of a semester long course on the subject.
This is Part 8 of a 10 Part Series in Automotive Dynamics and Design, with an emphasis on Mass Properties. This series was intended to constitute the basis of a semester long course on the subject.
Modeling and simulation analysis of pole side impact crash test sledIJRES Journal
For the analysis of car crash worthiness of the sled test, according to crash simulation theory, the finite element model of sled test impact with the energy absorption tube is set up based on the LS-DYNA solver. Simulated analysis is made on the process of sled test impact. verifying the strength of the simulation model, in order to meet the requirements of the test. By analyzing the strength of the sled test, we know the structure needs to optimized.
Regarding The Acceptability Of Road PricingBern Grush
Discussion about why people do not readily accept road pricing and some ideas to addess it. By Professor Jens Schade, who frequently writes about this subject.
Mass Properties and Automotive Braking, Rev bBrian Wiegand
In 1984, for the 43rd Annual International Conference of the SAWE, this author presented Paper Number 1634, “Mass Properties and Automotive Longitudinal Acceleration”. In that paper the effects upon automotive acceleration of varying the relevant mass property parameters were explored by use of a computer simulation. The computer simulation of automotive longitudinal acceleration allowed for the study of each individual parameter because a simulation allows for the decoupling of the parameters in a way that is not possible physically. The principal mass property parameters involved were the vehicle weight and rotating component inertias, collectively known as the “effective mass”, plus the longitudinal and vertical coordinates of the vehicle center of gravity.
However, just as it is important for a vehicle to be able to accelerate, it is perhaps even more important for a vehicle to be able to decelerate. The same mass properties that were relevant to the matter of automotive acceleration are also relevant to the matter of automotive deceleration, a.k.a. braking, although for the braking case that collective of vehicle translational inertia and rotational component inertias known as the “effective mass” requires somewhat different handling. As was the case with automotive acceleration, automotive braking will be explored by use of a computer simulation whereby the effect of variation of each of the mass property parameters can be studied independently. However, this task is considerably easier as the creation of a braking simulation is a minor effort compared to the creation of an acceleration simulation.
The method described in this presentation is just one way of pulling the build off, mostly based on what my team did. There is no doubt that there might be better ways. The purpose of this presentation was for the newbies to see how the various mechnicals come together, their relative proportions, sizes, positions, layouts, etc.
Also, I shall carry out corrections and revisions from time to time, so that more information can be passed on effectively to successive BAJA aspirants.
This is Part 3 of a 10 Part Series in Automotive Dynamics and Design, with an emphasis on Mass Properties. This series was intended to constitute the basis of a semester long course on the subject.
5- MASS PROPERTIES ANALYSIS and CONTROL Brian Wiegand
This is Part 5 of a 10 Part Series in Automotive Dynamics and Design, with an emphasis on Mass Properties. This series was intended to constitute the basis of a semester long course on the subject.
IT IS BECAUSE VEHICLE DYNAMICS IS SO DEPENDENT ON MASS PROPERTIES THAT AN ENTIRE ENGINEERING DISCIPLINE IS DEVOTED TO “MASS PROPERTIES ANALYSIS & CONTROL”. THIS CLASS PRESENTATION WAS CREATED WITH THE INTENT TO ACQUAINT THE STUDENT WITH THE BASIC MATHEMATICS UNDERLYING THE PRACTICE OF "MASS PROPERTIES ANALYSIS AND CONTROL".
Longitudinal Vehicle Dynamics
-Maximum tractive effort of two-axle and track-semitrailer vehicles.
-The braking force of a two-axle vehicle.
-Acceleration time and distance.
-Relationship between engine torque and thrust force.
-Relationship between engine speed and vehicle speed
This is Part 2 of a 10 Part Series in Automotive Dynamics and Design, with an emphasis on Mass Properties. This series was intended to constitute the basis of a semester long course on the subject.
This is Part 8 of a 10 Part Series in Automotive Dynamics and Design, with an emphasis on Mass Properties. This series was intended to constitute the basis of a semester long course on the subject.
Modeling and simulation analysis of pole side impact crash test sledIJRES Journal
For the analysis of car crash worthiness of the sled test, according to crash simulation theory, the finite element model of sled test impact with the energy absorption tube is set up based on the LS-DYNA solver. Simulated analysis is made on the process of sled test impact. verifying the strength of the simulation model, in order to meet the requirements of the test. By analyzing the strength of the sled test, we know the structure needs to optimized.
Regarding The Acceptability Of Road PricingBern Grush
Discussion about why people do not readily accept road pricing and some ideas to addess it. By Professor Jens Schade, who frequently writes about this subject.
Paul Vitrano, Executive Vice-President of the Specialty Vehicle Institute of America, presented this at CPSC's ATV Safety Summit Oct. 12. ATV manufacturers strive to constantly improve and innovate their vehicles. The pursuit of innovation, however, must be balanced against the imperative to only introduce proven technologies that will not lead to unintended consequences. Innovations also must be considered in the context of longstanding standards, now mandatory, that have been developed through collaboration among industry, government and other stakeholders. The Specialty Vehicle Institute of America (SVIA) is the American National Standards Institute accredited standards developing organization for the four-wheel ATV standard. SVIA’s Executive Vice President, Paul Vitrano, will discuss innovations that have and have not been implemented, including features in the areas of handling, braking, drivetrain and lighting.
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PNEUMATIC VEHICLE ACTIVE SUSPENSION SYSTEM USING PID CONTROLLERTushar Tambe
The slide contains the simulation of pneumatic active suspension behavior on different road surface. These results shows the active suspension with controllers works effectively,if feedback loop is provided.
Detailed design calculations & analysis of go kart vehicleAvinash Barve
Go-kart is a compact four-wheeler racing vehicle. Go-kart having very low ground clearance and can be work on the only flat racing track. We will create a model using 3D CAD software such as CREO PARAMETRIC, SOLIDWORKS and ANSYS WORKBENCH after completing the modeling the design is tested against all types of failure, stresses, and deformation by using analysis software. Based on design calculation and analysis result can be changed as per further modifications in dimensions.
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Robust composite nonlinear feedback for nonlinear Steer-by-Wire vehicle’s Yaw...journalBEEI
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INTEGRATED INERTER DESIGN AND APPLICATION TO OPTIMAL VEHICLE SUSPENSION SYSTEMijcax
The formula cars need high tire grip on racing challenge by reducing rolling displacement at corner or double change lands. In this case study, the paper clarifies some issues related to suspension system with inerter to reduce displacement and rolling angle under impact from road disturbance on Formula SAE Car. We propose some new designs, which have an advance for suspension system by improving dynamics.
We optimize design of model based on the minimization of cost functions for roll dynamics, by reducing the displacement transfer and the energy consumed by the inerter. Base on a passive suspension model that we carried out quarter-car and half-car model for different parameters which show the benefit of the inerter. The important advantage of the proposed solution is its integration a new mechanism, the inerter, this system can increase advance in development and have effects on the vehicle dynamics in stability vehicle.
INTEGRATED INERTER DESIGN AND APPLICATION TO OPTIMAL VEHICLE SUSPENSION SYSTEMijcax
The formula cars need high tire grip on racing challenge by reducing rolling displacement at corner or double change lands. In this case study, the paper clarifies some issues related to suspension system with inerter to reduce displacement and rolling angle under impact from road disturbance on Formula SAE Car. We propose some new designs, which have an advance for suspension system by improving dynamics.
We optimize design of model based on the minimization of cost functions for roll dynamics, by reducing the displacement transfer and the energy consumed by the inerter. Base on a passive suspension model that we carried out quarter-car and half-car model for different parameters which show the benefit of the inerter. The important advantage of the proposed solution is its integration a new mechanism, the inerter, this system can increase advance in development and have effects on the vehicle dynamics in stability vehicle.
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Trb 15 1578--Vehicle motion on sharp curves with steep grades
1. Stergios Mavromatis, Assistant Professor
Technological Educational Institute of Athens
stemavro@teiath.gr
Basil Psarianos, Professor
National Technical University of Athens
psari@survey.ntua.gr
Pavlos Tsekos, Research Associate
Technological Educational Institute of Athens
tg09038@teiath.gr
Giorgos Kleioutis, Research Associate
Technological Educational Institute of Athens
gkleioutis@teiath.gr
Evaggelos Katsanos, Research Associate
National Technical University of Athens
rs05064@central.ntua.gr
2. Vehicle Industry
evolves technological improvements for vehicle stability
ABS
EBD
ESP
Road Design Practice
vehicle dynamics simplified
point mass
many parameters ignored
vehicle type
vehicle mass and position of gravity center
vehicle’s motion is examined independently in the tangential
and lateral direction of travel
heavy vehicles dynamics
3. )e+f(127
V
=R
maxperm,R
2
min
where
Rmin : minimum curve’s radius (m)
V : vehicle speed – usually design speed (km/h)
emax : maximum superelevation rate (%/100)
m : vehicle’s mass
fR,perm: permissible side friction factor as a portion of peak friction
Parameters Ignored
actual demand of lateral friction
roadway’s longitudinal profile
vehicle dynamics
e.g. loading, driving configuration, horse-power supply
4. Point Mass Model
adopted in current practice
Bicycle Model
simulates the vehicle by an axle in steady state
cornering conditions
Transient Formulation of the Bicycle Model
utilized in cases of variable steering inputs
(e.g. lane changes)
Full Multi–Body Vehicle Simulation
used mostly by the automotive industry for vehicle
stability prediction
lflr
L/R
L
fα
rα
fθ
β
L/R
m V
R
2
V
Vf
Vr
R
5. Determine the Safety Hazard
passenger cars in tractive mode
sharp horizontal curves
combined with steep
longitudinal grades
Examine Point Mass
Model’s Adequacy
to Assess
Vehicle Motion
6. Field Measurements
on Road Section
road geometry elements
tire – road adhesion values
speed data vs driven distance
Correlate Vehicle
Performance against
Existing Vehicle Dynamics
Model
7. Divided Urban Ring Road in Athens
Steep Graded and Sharp Curved
Road Section
9. Road Section Surveyed
via Laser Scanner
median of 1.50m
10. Road Section Surveyed
via Laser Scanner
median of 1.50m
independent road
geometries representing
vehicle paths
(offset 4.00m from axis)
per vehicle’s
direction of travel
16. Time, Speed and Distance Data
Friction Data
braking runs on tangent sections
and constant grade
drag factor
drag = f + s
where
f: braking friction coefficient
s: roadway’s grade value (%/100)
[(+) for upgrades, (-) for downgrades]
17. 0.62 0.64
0.70 0.690.68
0.75 0.74
0.800.81
0.64
0.81
0.73
0.00
0.10
0.20
0.30
0.40
0.50
0.60
0.70
0.80
0.90
s= 13,0%
KIA
s= -10,7%
KIA
s= 7,0%
AUDI
s= -7,0%
AUDI
faverage
fmax
max drag
upgrade downgrade
s=13,0%
KIA
s=-10,7%
KIA
s=7,0% s=-7,0%
AUDI AUDI
18. Parameters Correlated
vehicle technical characteristics
vehicle speed, wheel drive, sprung and unsprung mass
and its position of gravity center, aerodynamic drag,
vertical lift, track width, wheel-base, roll center, vertical
suspension stiffness, cornering stiffness, etc.
19. Parameters Correlated
vehicle technical characteristics
vehicle speed, wheel drive, sprung and unsprung mass
and its position of gravity center, aerodynamic drag,
vertical lift, track width, wheel-base, roll center, vertical
suspension stiffness, cornering stiffness, etc.
road geometry
grade, superelevation rate,
horizontal radius
tire friction
20. Four - Wheel Model
Actual Wheel Load
due to
Lateral Load Transfer
Alteration of
Lateral Force
on each Wheel
21. Vehicle Examined at Impending Skid
Vehicle Speed Variation as a Function of Driven
Distance
Variation of Vehicle Dynamic Parameters
acceleration, horse power utilization, lateral –
longitudinal friction values for every wheel, etc.
Definition of Vsafe (dv/dt=0)
28. Friction Values
Braking Performance of Vehicles
Equipped with ABS,
on Steep Grades
average braking performance
is actually the same
peak friction coefficients higher
on downgrades
Possible Explanation
steep upgrades subject to more
intense road distortion
29. Determination of Vsafe (model)
Correlation against Field Measurements
model provides accurate results
vehicle drifting on certain upgrade runs
driver’s discomfort reported on downgrades
Critical Wheel for Skidding
inner to the curve
inner front prevails
30. Point – Mass Model Accuracy in fR
better approximation on upgrade
sections
downgrade section demand greater
portion of lateral friction
point mass model model usually
underestimates the actual friction
requirements especially
on steep grades
31. Steep Upgrade Road Segments
More Critical
at Impending Skid Conditions
portion of friction is engaged
in the longitudinal direction
of travel causing less friction
availability in the
lateral direction
32. Vehicle’s Acceleration Safety
Performance at Curve Entrance
vehicles equipped with excessive
amounts of horse power rates must
be driven very conservatively in
sharp horizontal curves combined
with steep vertical grades
previous research findings
confirmed
highlight the increased risk
associated with such alignment
combinations
33. Investigation in Entire Vehicle Fleet
(SUVs, Heavy Vehicles, etc.)
Analyse in More Detail
the Interaction between Driver – Vehicle
on Sharp Curves and Steep Grades
determine appropriate
horizontal and vertical
alignment combinations