MECH3100 Engineering Design

Lecture 6 Roll centers for independent suspensions Suspension Dynamics - simple models Estimating Design loads

In the last lecture we ...

looked at the roles the control arms serve in acceleration and braking. developed design guidelines for control arm geometry based on antisquat and anti-dive and saw theres a design compromise to make - you cant simultaneously realize both.

 looks at how the suspension geometry determines suspension roll centers and the vehicle roll-axis. introduces simple models for the dynamics of suspensions. looks at how we might use Newtons 2nd Law to estimate loads acting on the suspension

This final lecture on suspections

Vehicle roll axis

Roll axis: instantaneous axis is about which the unsprung mass rotates with respect to the sprung mass when a pure couple is applied to the unsprung mass.

Based on Fig 7.14 of T. Gillespie, Fundamentals of vehicle dynamics, SAE Press,1992, pp 258.

Suspension roll centers

Suspension roll center: point in the transverse vertical plane through the wheel centers at which lateral forces may be applied to the sprung mass without producing suspension roll. Both front and rear suspensions will have role centres

Role center for a solid axle

In a plan view of the suspension, find the linkages that react the side force. Then find where the projection of the linkages crosses the vehicle centerline. In a side view, find the same two points and connect them. Thats the suspension roll axis. The roll center is the point where the roll axis is over the wheel center. Note that this is an instantaneous roll center. It changes as the body rolls.

Solid Axle Roll Center

Ref. T. Gillespie, Fundamentals of Vehicle Dynamics, SAE Press, pp 260

Plan view

Side view

Roll center analysis of a four-link rear suspension.

SLA suspension - equivalent four-bar mechanism

ICDE B A D Instantaneous point about which C, D, & E rotate relative to the body of the car E C

Instantaneous Center
Fictitious point about which the wheel (instantaneously) rotates under constraints provided control links

Independent suspension
IL IR

CL AL DL EL

BL

BR AR

CR

DR ER CL

Independent Suspension Roll Centers

In a front view, locate the point about which the wheel rotates (Virtual Reaction point or Instantaneous Center). For double-A arms, this is the intersection of the projection of the arms. Draw a line from the tire-ground contact point to the virtual reaction pt. (A) Where the line crosses the centerline of the body is the suspension roll center.

Independent Suspension
Ref. T. Gillespie, Fundamentals of Vehicle Dynamics, SAE Press

Called (+) because roll ctr is above ground

Positive swing arm independent suspension.

Recap - vehicle roll axis

We construct the roll axis by drawing a line through the front and rear suspension roll centres.

Based on Fig 7.14 of T. Gillespie, Fundamentals of vehicle dynamics, SAE Press,1992, pp 258.

Relationship between suspension motion and chassis motion

Imagine this link is fixed

This point moves up and chassis rolls

CL AL DL EL

BL

IL

IR

BR AR

CR

DR As wheel moves down ER

CL

Suspension motion from cornering

COG
m 2 r

CL AL DL EL

BL

IL

IR

BR AR

CR

DR Right tyre move down and point inwards ER

Left tyre moves up and out

Suspension geometry chassis roll

The suspension geometry controls the vehicles roll axis. Desire your suspension keep tyres close to vertical during cornering Some designs seek to have the roll axis pass as near as possible to the centre of gravity of the vehicle to minimize the roll moment. But this is not a universal design objective!

Negative roll centre

(-) because roll ctr lies below ground

Negative swing arm independent suspension.

Zero roll centre

Parallel horizontal link independent suspension.

Positive roll centre

Inclined parallel link independent suspension.

Independent Suspension
Roll center can change if there is body roll
no body roll

with body roll

Ref. Milliken & Milliken, Race Car Vehicle Dynamics, SAE Press

Dynamics: 1/4 Car Suspension

First approximation: consider the 1/4 car, single DOF system:
Car body (sprung mass)

m
k b

independent suspension

M = 1/4 of total car mass k = combined tyre and suspension stiffness b = combined tyre and suspension damping

Ride comfort
One function of the suspension is to isolate the chassis from the road. Ride comfort is a measure of this and is affected by high frequency vibrations body roll and pitch vertical spring action Ride quality normally associated with the vehicles response to bumps is a function of the bounce and rebound movements of the suspension. Following a bump the undamped vehicle with experience oscillations that cycle at the natural frequency of the ride.

Ride comfort
Ride is perceived as most comfortable when the natural frequency is in range of 1 to 1.5 Hz. A high performance car will typically have a stiffer suspension with a natural frequency of 2 to 2.5 Hz. Sensitivity to frequency was at one time thought to be associated with the natural oscillations of the body during walking (70 to 90 steps per minute with 5 cm vertical oscillation.) Early suspension design tried to mimic this.

Human sensitivity to vibration

0.5 to 0.8 Hz produces motion sickness 5 to 6 Hz adversely affects the visceral regions 18 to 20 Hz is bad for the head and neck. Humans are most uncomfortable with longitudinal vibrations in range 1-2 Hz. The frequency at which most comfortable with vertical vibrations

Vibrational Characteristics
The unforced equations of motion of this system are

mz + bz + kz = 0

Which has natural frequency and damping

n = k m = b
2 mk

Vibrational Characteristics of Suspensions

For the suspension that were modeling, the input usually comes from a road disturbance, not a force on the car body.
m b k Zr
road displacement

Zc sprung mass

displacement

Vibrational Characteristics of Suspensions

We can look at the relative motion of the car with respect to the the road for a range of frequencies.

transmissibility plot

System Dynamics
What do the system dynamics tell us? If we known m we can choose k and b to satisfy various goals based on requirements for natural frequency and damping. Natural frequency is 2 to 2.5 Hz. .2 to .4 for most cars. This analysis is much simplified Damping in jounce and rebound are not usually equal. Usual to have lower damping on jounce than rebound.

 Car Model and Coupling Effect

z b zsr ksr mur ktr bsr zur zrr ktf ms, I ksf muf bsf zuf zrf a

forward velocity

zsf

Equations of Motion
ms z = f f + f r
I = f f a f r b muf zuf = f f ktf ( zuf zrf )

mur zur = f r ktr ( zur zrr )

Bounce and Pitch

If the road wavelength is equal to the vehicle wheelbase, or has an integer multiple equal to the wheelbase, then the car model will experience pure bounce. If the road wavelength is equal to twice the wheelbase, or has an odd integer multiple equal to twice the wheelbase, then the car will experience pitch.

Bounce and Pitch

Estimating design loads

Weve been concentrating on roles of a suspension Remember the suspension acts as the interface between car and road and sees various loads React the drive and braking forces React cornering and other lateral loads React vertical loads, e.g. those due to static weight and those generated during acceleration. Suspension has to be strong enough to withstand these loads - I.e. in addition to basic kinematic issues discussed suspension should be designed for structural integrity under static loads and fatigue

How do we estimate design loads?

Intimately linked with suspension geometry. In practices advanced modelling packages are used to estimate loads, e.g. ADAMS Suggest you make simple estimates using basic physics, e.g. Newtons second law. A strategy might be to identify component loads at wheels under steady state conditions Static weight Cornering and other lateral forces Motive forces etc. Use these with appropriate multi-axis stress failure predictor (Von Mises) and factors of safety.

Estimating design loads

Vertical forces
Static weight - mass of vehicle and centre of mass Acceleration forces - How quickly can vehicle accelerate/decelerate

Identify component of reaction in each link

L Fx
b a

V h

Force increases by m ax h/L

Fzr

Fzf

Force decreases by m ax h/L

Estimating design loads

Drive forces
What is the maximum drive torque at the wheels? What are the braking torques. What forces do these generate at the tyres?

Identify component of reaction in each link?

L
b a

V h Fx

Fzr

Fzf

Estimating design loads

Lateral forces, e.g. those due to cornering
What is the tightest corner the car will take How fast will it take turn. Note interactions with other loads, e.g vertical loads on tyres

Identify component of reaction in each link

F = mw2r

h c c Force decreases by mw2rh/c Force increases by mw2rh/c