Lecture Notes - Part 1 Sorniotti

Modern Vehicle Systems
Design (ENG 3170)

A. Sorniotti
Senior Lecturer in Advanced Vehicle Engineering (16AA03)
Email: a.sorniotti@surrey.ac.uk, Ext: 9688
S. Fallah
Lecturer in Vehicle and Mechatronic Systems (11AA03)
Email: s.fallah@surrey.ac.uk, Ext: 6528
Modern Vehicle Systems Design Dr. A. Sorniotti
The Vehicle Engineering Group
Coordinator of the FP7 E-VECTOORC project;
Principal investigator in the FP7 projects iCOMPOSE, PLUS-
MOBY and FREE-MOBY, WP leader in AUTOSUPERCAP;
Optimisation and testing of novel transmission systems;
Development of novel automotive controllers
www.e-vectoorc.eu

Examples of results
Three driving modes (sport, normal, eco) selectable by the driver;
Torque-vectoring controller
Vehicle response designed through the controller
Skid pad test
results
Three driving modes (sport, normal, eco) selectable by the driver;
Torque-vectoring controller
Vehicle response designed through the controller
Reduced delay
Step steer results
Increased yaw damping;
Examples of results
Examples of results
Drivetrain modelling
and testing
Outline
Part 1: basic theory of vehicle dynamics;
Part 2: hybrid electric and fully electric vehicles
Final Mark
40% coursework due on Tuesday week 11 (report dealing with
the set of design calculations that will be assigned in week 6);
60% final exam (2 hour duration, including exercises, multiple-
choice questions, open questions)
Main References
Milliken WF and DL, Race Car Vehicle Dynamics, SAE
International, 1995, ISBN 1-56091-526-9;
Reimpell J, Stoll H and Betzler H, The Automotive Chassis,
Butterworth-Heinemann, 2001, ISBN 0 7506 5054;
Limpert, R., Brake Design and Safety, 1999, SAE
International;
Ehsani M, Gao Y, Gay SE, Emadi, A, Modern Electric, Hybrid
Electric and Fuel Cell Vehicles, CRC, 2010, ISBN
1420053981;
Chan CC, Chau KT, Modern Electric Vehicle Technology,
Oxford University Press, 2001, ISBN 978-0-19-850416-0;
Lecture Notes
Part 1 - Topics
Revision of basic concepts relating to tyre behaviour;

Derivation of analytical formulas for the calculation of the load
transfer in traction/braking and discussion of the criteria for
braking system design;

Derivation of the analytical formulas for the calculation of the
load transfers in cornering conditions;

Fundamentals of braking system design;

Discussion of vehicle pitch dynamics
Part 1 General Philosophy
Many of the concepts to be presented in this module have
already been discussed in the level 2 vehicle dynamics
module;
This module aims at the analytical and quantitative description
of these concepts;
Real engineers must be able to carry out design calculations;
By the end of the module it is expected to be able to carry out
load transfer calculations, basic suspension analysis and
design, simulation of vehicle longitudinal dynamics
Revision Tyre Behaviour
Longitudinal force
=

0
1
Various possible definitions according
to different textbooks;
According to this definition the slip ratio is positive in traction and
negative in braking;
As a consequence, it is:
1 < <
Wheel locked during braking
Wheel spinning in conditions of
vehicle standstill
Longitudinal force

The location of this
peak depends on the
tyre and surface
characteristics;
The presence of this
peak justifies the
difficulty of tyre slip
control during anti-
lock braking and
traction control
,
=

,

Longitudinal force
The variability of these
characteristics is very
significant;
For example, some sources
report an increase of the
longitudinal force vs. slip
ratio on snow


Slip Angle
Lateral Force
Aligning Moment
Lateral force
Key concepts
Tyre reference system;
Slip angle;
Lateral force;
Aligning moment

Lateral force
Key concepts
Cornering stiffness C;
Non-linear behaviour;
Friction coefficient
,
=

,

Lateral force
Notice that in this case
the tyre has an
asymptotic behaviour
(frequent case) as a
function of slip angle

Lateral force
Please pay attention!

Interaction between longitudinal and lateral force
These trends justify the regulations about brake distribution and the
adoption of anti-lock braking systems
Rear wheel locking Oversteer
Front wheel locking
Understeer
Key concept: friction ellipse
Elliptical envelope
The effect of camber is
much less significant
than the one related to
slip angle
Tyre rolling resistance
Undriven wheel in conditions of constant speed
Rolling resistance is caused by the fact that the resultant vertical force is
applied to the frontal part of the contact patch

,
=

=
,

Exercise What would the free body diagram be for a driven wheel?
=
0
+
1
+
2
2

The rolling resistance coefficient is a function of speed:
Typical values are:
0
= 0.011 []

1
= 0 [/]

2
= 6.5 10
6
[
2
/
2
]

Effect of slip angle on rolling resistance
cos +
sin
+C
2

If
C (small slip angle) then:

Calculation of the Wheel Loads
Vehicle dynamics is significantly influenced by the variation of
the vertical load between each tyre and the road as a function
of braking and cornering forces;

In general, the lower is the load transfer, the better are vehicle
dynamics;

It is necessary to achieve a good understanding of the
mechanisms which provoke load transfers in order to have an
acceptable evaluation of vehicle dynamics
Calculation of the Wheel Loads
y
a
x
a
LF z
F
,
Vehicle parameters
RF z
F
,
RR z
F
,
LR z
F
,
Roll angle
V
Prediction of the Vertical Load
in Static Conditions
a
b
mg
CG
L
a = front semi-wheelbase
b = rear semi-wheelbase
L = wheelbase
F STATIC z
F
, ,
R STATIC z
F
, ,
O
L
mga
F F
RR STATIC z LR STATIC z
2
, , , ,
= =
L
mgb
F F
RF STATIC z LF STATIC z
2
, , , ,
= =
mgb L F
F STATIC z
=
, ,
Moment balance equation about point O
L
mgb
F
F STATIC z
=
, ,
mg F F
R STATIC z F STATIC z
= +
, , , ,
Force balance equation (vertical direction)
L
mga
L
b
mg F mg F
F STATIC z R STATIC z
=
|
.
|
\
|
= = 1
, , , ,
Combining the former equations, it is:
In the case of race cars it is easy to change the static load distribution
during the vehicle design phase
62%
38% Excluding driver
In this case the mass distribution is shifted
towards the front axle
Prediction of the Effect of the
Aerodynamic Forces and Moments
DRAG C AERODYNAMI
F
_
F RESISTANCE ROLLING
F
, _ R TRACTION
F
,
F C AERODYNAMI z
F
, ,
A
CG
CG
H
Constant velocity
Rear wheel driven vehicle (like our FS vehicle)
R C AERODYNAMI z
F
, ,
A
Y C AERODYNAMI
T
,
L
O
DOWNFORCE C AERODYNAMI
F
_
Moment balance equation about point O
L
T
L
b
F
L
H
F F
Y C AERODYNAMI DOWNFORCE C AERODYNAMI
CG
DRAG C AERODYNAMI F C AERODYNAMI z
1
, _
_ , ,
+
+ = A
Y C AERODYNAMI DOWNFORCE C AERODYNAMI
CG DRAG C AERODYNAMI F C AERODYNAMI z
T b F
H F L F
, _
_ , ,
+
+ = A
2
_ _
2
1
V SC F
DOWNFORCE C AERODYNAMI DOWNFORCE C AERODYNAMI
=
2
_
2
1
V SC F
DRAG DRAG C AERODYNAMI
=
2
, ,
2
1
LV SC T
Y T Y C AERODYNAMI
=
3
2 . 1
m
kg
=
= S
frontal area of the vehicle
air density
2
, ,
, , , ,
R C AERODYNAMI z
LR STATIC z RR z LR z
F
F F F
A
+ = =
2
, ,
, , , ,
F C AERODYNAMI z
LF STATIC z RF z LF z
F
F F F
A
= =
0
_ , , , ,
= A A
DOWNFORCE C AERODYNAMI F C AERODYNAMI z R C AERODYNAMI z
F F F
DRAG C AERODYNAMI
F
_
R RESISTANCE ROLLING
F
, _ F TRACTION
F
,
F C AERODYNAMI z
F
, ,
A
CG
CG
H
Constant velocity
Front wheel driven vehicle
R C AERODYNAMI z
F
, ,
A
Y C AERODYNAMI
T
,
L
DOWNFORCE C AERODYNAMI
F
_
Typical Data Sets (passenger cars)
Vehicle C
DRAG
S [m
2
] C
DRAG
S [m
2
]
Renault 5 0.67 0.37 1.80
Opel Kadett 0.60 0.32 1.88
Ferrari Testarossa 0.61 0.33 1.85
Alfa Romeo GTV 0.71 0.40 1.77
Mercedes 190 E 0.65 0.34 1.89
Mercedes 200 0.60 0.29 2.07
Load Transfer during
Traction/Braking
L
H ma
F
CG x
a z
x
= A
,
x
a z
F
,
A
x
a z
F
,
A
If the vehicle is braking or accelerating, there is an additional load transfer which, in a
very first approximation, without considering the effect of suspension stiffness and the
anti-dive, anti-lift and anti-squat designs of the suspensions, can be computed in the
following way:
CG
x
ma
CG
H
R TRACTION
F
,
F RESISTANCE ROLLING
F
, _
Load Transfer during
Traction/Braking
2 2
,
, ,
, , , ,
X
a z
F C AERODYNAMI z
LF STATIC z RF z LF z
F
F
F F F
A
A
= =
2 2
,
, ,
, , , ,
X
a z
R C AERODYNAMI z
LR STATIC z RR z LR z
F
F
F F F
A
+
A
+ = =
Load Transfer during Braking
x
a
X
a z
F
,
A
Vertical load
1.5 g
Formula Student vehicle (for an assigned V)
X
a z
F
,
A
Rear axle
Front axle
Load Transfer during Braking
x
a
X
a z
F
,
A
Vertical load
1.1 g
Typical Passenger Car (for an assigned V)
X
a z
F
,
A
Rear axle
Front axle
The vertical load
distribution
significantly changes
during braking
Equations for the Prediction of the Load
Transfer during Traction/Braking
Static load distribution 50:50,
centre of gravity height 0.5 m
Load distribution during braking at 1.1g and 100 km/h?
What happens for a different number of passengers?
Load distribution at 130
km/h (constant velocity)?

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Modern Vehicle Systems

Design (ENG 3170)

C (small slip angle) then:

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