Vehicle Ride and Handling

Maplesoft, February, 2013

Consider a car with the following specifications:

Vehicle curb weight (kg):
mcurb d 1000 :

Total vehicle sprung mass weight (kg): msprung d 900 :

Unsprung weight per wheel, front and rear (kg): munsprungF d 2$25 : munsprungR d 2$25 :

Vehicle inertia about z axis (kg$m2): Iz d 2000 :

Sprung mass inertial about x axis (kg$m2): Ix d 750 :

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Wheel base (m):
Lwb d 2.5 :

Track ( front and rear) (Ts m): Ltrack d 1.4 :

Distance of CG from front axle (a m): aCG d 1.2 :

Distance of CG from rear axle (b m): bCG d 1.3 :

Vehicle CG height =0.6 m: hCG d 0.6 :

Sprung mass CG height = 0.7m: hsprung d 0.7 :

Roll center height ( front/rear) = 0.2m: hRC d 0.2 :

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Tire cornering stiffness (front and rear)= 25000 N/rad:
Cα d 25000 :

Tire vertical stiffness = 150,000 N/m: Cz d 150000 :

Tire camber stiffness (front and rear)=5000 N/rad: Cγ d 5000 :

Front shock absorber rate ( per wheel) = 800 N/m/s: Cdf d 800 :

Rear shock absorber rate ( per wheel) = 1000 N/m/s: Cdr d 1000 :

Distance between installation point of Left and right springs (front and rear) = 1.3 m: Ts d 1.3 :

Distance between installation point of Left and right shock absorber (front and rear)= 1.3 m: Td d 1.3 :
Installation factor for springs and shock absorbers for front and rear wheels = 1:
Requirements
o The first natural frequency of front suspension (Hz)
FnFront d 1.0 :
ωnFront d FnFront$2 π = 6.283185308

o The first natural frequency of rear suspension (Hz)

FnRear d 1.2 :

ωnRear d FnRear$2 π = 7.539822370

Anti-roll-bar on front axle, equivalent torsional stiffness of the anti-roll-bar for:

Roll Gain in deg/g: Rgain d 4 :

Consider quarter car model, natural frequency of sprung mass is given by:

ks
OmegaN d ωn = :
ms
where ms is the sprung mass.

For the front wheels:

aCG
msF d $m KmunsprungF = 430.0000000
Lwb curb
Hence, the spring stiffness per wheel at the front to give the required natural frequency:
msF
ksF d solve eval OmegaN, ωn = ωnFront, ms = , ks = 8487.859786
2

For the rear wheels:

bCG
msR d $m KmunsprungR = 470.0000000
Lwb curb

Hence, the spring stiffness per wheel at the rear to give the required natural frequency:
msR
ksR d solve eval OmegaN, ωn = ωnRear, ms = , ks = 13359.49652
2

General expression for the Roll Gain is:

Φss ms$h
RollGain d = :
ay kt Kms$g$h
Rgain$π
Roll gain in rad/m/s^2: Rgain d = 0.007116531100
180$g

Kt d solve eval rhs RollGain , h = hCG KhRC , ms = msprung = Rgain, kt = 54118.04372

Therefore the equivalent torsional stiffness of the anti-roll bar is given by:

1 2 1 2
solve Kt = $T $k C $Ts $ksR CKtARBf, KtARBf = 35657.02764
2 s sF 2

Equivalently, the torsional damping can be found from..

1 1
TorsionalDamping d ct = T 2$c C TcsR2$csR :
2 csF sF 2

Ct d eval rhs TorsionalDamping , TcsF = Td, TcsR = Td, csF = Cdf, csR = Cdr = 1521.000000

CγF CγR
ms$hroll$ KCBRF$ KKCBRR$
ms$hroll$ KSBRF KKSBRR CαF CαR Kmc a$CαF Kb$CαR
Kus3DOF d C C :
Kt Kms$g$hroll Kt Kmsg$hroll 2$Lwb$CαF$CαR
2 2
YawGain dK 2. u t CαF CαR 981. a hroll ms C981. b hroll ms K100. a kt K100. b kt 200. KSBRF u t hroll ms a CαF CαR K200. KCBRR u t hroll ms b CγR CαF
2 2 2 2
K200. KSBRR u t hroll ms b CαR CαF K200. CαF a CγR KCBRR u t hroll ms K200. CαF a KSBRR u t hroll ms CαR C200. CαR b CγF KCBRF u t hroll ms
2 2 2 2 2
C200. CαR b KSBRF u t hroll ms CαF C200. a kt CαF CαR C200. b kt CαF CαR K100. CαF a u t kt mc C400. CαF a b kt CαR C100. CαR b u t kt mc
2 2 2 2
K1962. a hroll ms CαF CαR K1962. b hroll ms CαF CαR C200. KCBRF u t hroll ms a CγF CαR C981. CαF a u t hroll mc ms K3924. CαF a b hroll ms CαR
2
K981. CαR b u t hroll mc ms :

Vehicle Parameters
CarParams d a = aCG, b = bCG, lwb = Lwb, mc = mcurb, ms = msprung, hroll = hCG KhRC, Izz = Iz, Ixx = Ix, ct = Ct, kt = Kt
a = 1.2, b = 1.3, lwb = 2.5, mc = 1000, ms = 900, hroll = 0.4, Izz = 2000, Ixx = 750, ct = 1521.000000, kt = 54118.04372 (1.1
TireParams d CαF = 2 Cα, CαR = 2 Cα, CγF = 2 Cγ, CγR = 2 Cγ
CαF = 50000, CαR = 50000, CγF = 10000, CγR = 10000 (1.2
Neutral-Steer Response

The vehicle's steering response is determined to be "neutral" when Kus3DOF = 0, so keeping all but one of the roll parameters constant, it is possible to determine the value
of a roll parameter (in this case, KSBRF) to provide a neutral response. This can then be used to plot with other steering responses to provide a guideline as to how far from
neutral the response is.

Value of KSBRF at neutral steer...

KNeutralSBRF d solve eval Kus3DOF = 0, op CarParams , op TireParams , KSBRR = 0.1, KCBRF = 1, KCBRR = 0.1 , KSBRF
K0.07998875854 (1
NeutralParams d KSCBRF = 0, KSCBRR = 0, KSBRR = 0.1, KCBRF = 1, KCBRR = 0.1, KSBRF = KNeutralSBRF
KSCBRF = 0, KSCBRR = 0, KSBRR = 0.1, KCBRF = 1, KCBRR = 0.1, KSBRF = K0.07998875854 (2
YawGain3DOFNeutral d plot eval YawGain, op CarParams , op TireParams , op NeutralParams , u = 0 ..50, colour = black, thickness = 2, linestyle = dash,
legend = "3 DOF Neutral" :
14

12

10

0
0 10 20 30 40 50
u
3 DOF Neutral

This interactive tool allows the user to try various combinations of steer- and camber-by-roll coefficients and observe the effect on the yaw gain curve and the value of the
understeer coefficient, Kus.