CHAPTER 3 : RIDE

NABILA SULAIMAN JKM PSAS

What is Handling ?
Stability measures the time domain response of a

vehicle to disturbance inputs 1.Normal driving 2.Spirited driving 3.Emergency maneuvers

Departure from linearity induces anxiety in most drivers

in accident avoidance maneuvers potentially leading to loss of control.

Driving pleasure is a subjective evaluation of how easy it

is for drivers to use their car at its handling limit in a variety of situations.
Handling is influenced by component design, track and

wheel base, CG height, chassis stiffness, active

What is Ride ?
Ride Comfort is a frequency weighted

measure of vertical acceleration together with subjective assessments of harshness over various external road surface induced excitations.
Ride is determined by spring, bushing and

damper stiffness, component weights and natural frequencies.

The Vehicle Dynamics Engineer is

challenged to strike the best balance between ride and handling to establish the

Introduction
Vehicle experience a broad spectrum of vibrations

(due to high speed travel)

ride reference to tactile and visual vibrations Aural vibrations noise Ride frequency 0 to 25 Hz Noise frequency 25 to 20,000 Hz Design and construction quality of a car judge

by the vibration environment

Introduction
Study of lower-frequency ride vibrations mode

important for vehicle dynamics

(determine the magnitude and direction of vibrations imposed on the passenger compartment) RIDE PERCEPTION VEHICLE DYNAMIC RESPONSE

(input to vehicle vibration) EXCITATION

SOURCES Road roughness Tire/wheel

VIBRATIONS

Driveline
Engine

(Vehicle System)

Introduction
Main topics of ride study including,
1. 2. 3.

Ride excitation sources Basic mechanics of vehicle vibration response Human perception and tolerance of vibrations

Excitation source
Two classes of ride vibrations
Road roughness On-board from rotating components

(include the tire/wheel assemblies, driveline and engine)

Excitation source
Engine/ Transmission Driveline

Road Roughness

Tire/Wheel Assembly

Excitation source road roughness

Road serve as broad-band random signals Potholes from pavement failure to ever-present road

Road Roughness

Measured using PSM (power Spectral Density) function

Measurement of elevation along wheel tracks (deviation in elevation along a road)

Excitation Sources Road Roughness

-Every road section is unique

-Characteristic drop in amplitude with wavenumber (Representing PSD)

-Represent the deviations in the road

Excitation sources Road Roughness

Constant amplitude at low frequency, begins increase rapidly above 1Hz Road roughness presents its largest input to vehicle at high frequency (high frequency ride vibrations) Important to design ride isolation behavior suspension on highway vehicle

Road roughness vertical input to the vehicle that would excite bounce

Excitation sources Tire/Wheel assembly

Soft and compliant to absorb road bumps as

part of the ride isolation system

Imperfections in rotating system cause

-Mass imbalance -Dimensional variations

Variations in the forces and moment as it rolls

-Stiffness variations

Transmitted to axle (excitation sources for ride vibrations

Forces (vertical, longitudinal and lateral direction

Moments (overturning, aligning torque, rolling resistance) for steering system vibrations

Excitation Sources Tire / Wheel Assembly

Dynamics imbalance (nonuniform and asymmetric mass along axis of rotation)

Creates rotating torque on the wheel (tire absorb variations)

Steered wheels steering vibrations due to excitation

Contribution to imbalance effect by tires, wheels, hubs and brake drums

Excitation Sources Tire / Wheel Assembly

Significant effect of the non-uniformities in a

tire/wheel assembly is the generation of excitation forces and displacements at the axle of the vehicle as the wheel rotates.

Excitation Sources-Tire/Wheel Assembly

Radial/vertical force variations may be due to the runout of the hub

and wheel
Various harmonics of radial non-uniformities in a tire/wheel assembly :

functionally equivalent to imperfections in shapes

1st harmonic due to the runout Higher harmonic runouts in the wheel are not as closely related to radial

force variations in the overall assembly

Excitation Sources Tire/Wheel Assembly

1st harmonic (eccentricity)
tires, wheels and hubs individually may exhibit radial eccentricity Produces both radial and tractive excitation on the axle

2nd harmonic (Ovality)

Tires and wheels may have eliptical variations that add or subtract

depending on the mounting positions

Higher-order radial variations

Predominantly of importance in the tire only Such variations are substantially absorbed by the tire Effects may arise from construction methods

Radial force variations is relatively independent

of speed

Excitation Sources-Tire/Wheel Assembly

Tractive force variations arise from dimensional

and stiffness non-uniformities as a result of two effects

Roll up and down the hill

Longitudinal force is involved and a tractive force variation is observed

Magnitude dependent on the load carried and amount of eccentricity, independent of speed

Excitation Sources- Tire/Wheel Assembly

Lateral force variations arise from non-

uniformities in the tire, but cannot be readily related to lateral runnout effects in the wheel or hub components
Independent of speed
1st order lateral runnout cause wobble, which

affect the dynamic balance of the assembly

Higher order lateral variations predominantly

important in the tire only

Excitation Sources- Driveline Excitation

Driveline

Driveshaft
Gear reduction Differential in the drive axle Axle shafts to the wheels

Together with spline and universal joints most potential for exciting ride vibrations

Noise could be generate as a result of gear mating reactions Torsional vibration occur along drivetrain

Excitation Sources- Driveline Excitation

Asymmetry of the rotating parts

Mass imbalance

Shaft off-center

Source of driveshaft ride excitations

Elastic member and defect

Not straight Running clearances