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Spring Rates, Wheel Rates, Motion

Ratios and Roll Stiffness


Appendix 1
ME 470 Vehicle Structural Design ME 470 Vehicle Structural Design
Dr. Richard Hathaway !.E. !r"#ess"r Dr. Richard Hathaway !.E. !r"#ess"r
Mechanical and Aer"nautical Engineering Mechanical and Aer"nautical Engineering
Spring Rate Calculations
Spring Rate Calculations
I
Coil Spring Calculations:
Coil Spring Calculations:
$ % Spring Rate in l&s'in $ % Spring Rate in l&s'in ( % M"dulus "# rigidity ( % M"dulus "# rigidity
d % Spring )ire Dia*eter d % Spring )ire Dia*eter R % Mean Radius "# the Spring R % Mean Radius "# the Spring
+ % +u*&er "# Acti,e -"ils + % +u*&er "# Acti,e -"ils
S.uared and (r"und Ends S.uared and (r"und Ends /1.70 turns /1.70 turns
S.uared "r -l"sed Ends S.uared "r -l"sed Ends //// ////
!lain Ends !lain Ends /0.0 turns /0.0 turns
!lain ends (r"und !lain ends (r"und /1.0 turns /1.0 turns
N
R
64
d
G
= K
3
4
) + (1 2
E
= G

Spring Rate Calculations


I
Coil Spring Calculations:
Coil Spring Calculations:
N
If Steel is used: If Steel is used: E = 30,000,000 E = 30,000,000
psi psi
N
D
d
1,500,000
K
3
4

Spring Rate Calculations


I
Torsion Bar Rates: Torsion Bar Rates:

L = Bar Length L = Bar Length

d = Bar d = Bar
Diaeter Diaeter
r = le!er ar r = le!er ar
length length
L
r
d

JG
TL

32
4
d
J

L
JG T

L
G d T
32
4


Let the deflection at the end =
r


Spring Rate Calculations
I
Torsion Bar Rates: Torsion Bar Rates:

L
r
d

L
G d T
32
4


Then the deflection rate at the free end is found
r


Since T = F x r &
L
G d
r
r x F
32
4


k
r L
G d F

2
4
32

Spring Rate Calculations


I
The deflection rate at the free end is
L
r
d

The deflection rate at the wheel can now be


found through analysis of the motion ratio
k
r L
G d F

2
4
32

Spring Rate Calculations


I
Torsion Bar Calculations:
Torsion Bar Calculations:
N
If Steel is used: If Steel is used: E = 30,000,000 E = 30,000,000
psi psi
2
000 200 2
r L
d
K
4

L = Bar Length L = Bar Length d = Bar Diaeter d = Bar Diaeter


r = le!er ar length r = le!er ar length
Typical Leaf Spring
Typical Leaf Spring
Ty!ical deflection beha"ior#
Typical Leaf Spring
Ty!ical $ath beha"ior on deflection
Motion Ratio Analysis
Motion Ratio Analysis
Motion Ratio Analysis
I
S!ring $osition S!ring $osition
I
The dis!lacement relationshi! between the s!ring and the The dis!lacement relationshi! between the s!ring and the
wheel determines the actual rate the wheel wor%s against wheel determines the actual rate the wheel wor%s against
for any s!ring rate& This dis!lacement relationshi! may be for any s!ring rate& This dis!lacement relationshi! may be
defined as a motion ratio& The rate at the wheel is defined defined as a motion ratio& The rate at the wheel is defined
as the wheel rate '( as the wheel rate '(
w w
)& The rate of the s!ring itself is )& The rate of the s!ring itself is
called the s!ring rate '( called the s!ring rate '(
s s
)& The dis!lacement relationshi! )& The dis!lacement relationshi!
is a function of both s!ring !osition on the load carrying is a function of both s!ring !osition on the load carrying
member and the angular orientation of the s!ring to that member and the angular orientation of the s!ring to that
member& member&
I
*heel +ate , Location -e!endent& *heel +ate , Location -e!endent&


N
1he spring p"siti"n is i*p"rtant as it de#ines the *echanical 1he spring p"siti"n is i*p"rtant as it de#ines the *echanical
ad,antage which exists &etween the wheel and the spring. 2igure 1 ad,antage which exists &etween the wheel and the spring. 2igure 1
depicts a spring acting "n a si*ple le,er. depicts a spring acting "n a si*ple le,er.
Motion Ratio Analysis
Figure .
I
2r"* the si*ple le,er syste* a nu*&er "# relati"nships 2r"* the si*ple le,er syste* a nu*&er "# relati"nships
can &e drawn. can &e drawn.
1
]
1

b
a

F
=
F
A B
1
]
1

a
b

d
=
d
A B
Motion Ratio Analysis
2

,
_

,
_

,
_

b
a
k
a
b
d
b
a
F
k =
d
F
A
A
A
B
B
B
I
/otion +atio in the +oad 0ehicle& /otion +atio in the +oad 0ehicle&
N
1he *"ti"n rati" descri&es the displace*ent rati" &etween the 1he *"ti"n rati" descri&es the displace*ent rati" &etween the
spring and the centerline "# the wheel. 1he *"ti"n rati" spring and the centerline "# the wheel. 1he *"ti"n rati"
s.uared ti*es the spring rate gi,es the wheel rate. s.uared ti*es the spring rate gi,es the wheel rate.
Motion Ratio Analysis
Figure 2
I
3sing the pre,i"us analysis and 2igure 4 the #"ll"wing 3sing the pre,i"us analysis and 2igure 4 the #"ll"wing
apply. apply.

N
The abo"e analysis assumes minimal camber change at the wheel& The abo"e analysis assumes minimal camber change at the wheel&
N
The motion ratio can be determined ex!erimentally and the The motion ratio can be determined ex!erimentally and the
measured distance ratio s1uared for an accurate "alue& measured distance ratio s1uared for an accurate "alue&

2os
2
2
!

b
a

K
=
K

,
_

,
_

"#$%#r&'$# !(##& )* %ra+#& +#r%'"a&


ax' ,r'$- a&)$- %ra+#&

K
=
K
2
!
Motion Ratio Analysis
Suspension Roll Stiffness
Suspension Roll Stiffness
I
R566 S1722+ESS due t" wheel Rates8 R566 S1722+ESS due t" wheel Rates8
N
1he r"ll sti##ness 9$ 1he r"ll sti##ness 9$
: :
; can &e deter*ined using ele*entary ; can &e deter*ined using ele*entary
analysis techni.ues. 7# the wheel rates 9$; are deter*ined analysis techni.ues. 7# the wheel rates 9$; are deter*ined
and the spring spacing 9t; is <n"wn then the r"ll sti##ness and the spring spacing 9t; is <n"wn then the r"ll sti##ness
relati"nship t" spring sti##ness #"ll"ws. relati"nship t" spring sti##ness #"ll"ws.

+"te8 t is e.ual +"te8 t is e.ual


t" the wheel trac< t" the wheel trac<
i# the wheel rates i# the wheel rates
are used are used
I
1he t"r.ue t" r"tate the chassis a&"ut the r"ll axis is 1he t"r.ue t" r"tate the chassis a&"ut the r"ll axis is
sh"wn in the #"ll"wing e.uati"n. sh"wn in the #"ll"wing e.uati"n.
I
2"r e.ual spring rates le#t and right the a&",e 2"r e.ual spring rates le#t and right the a&",e
e.uati"n reduces t" the #"ll"wing. e.uati"n reduces t" the #"ll"wing.

2
%

K
2
%
+
2
%

K
2
%
= T
R L

,
_

)
K
+
K
(
4
%
= T
R L
2
(K)
2
%
= T
2
Suspension Roll Stiffness
I
1he r"ll sti##ness is then as sh"wn &el"w. 1he r"ll sti##ness is then as sh"wn &el"w.
I
2"r r"ll sti##ness in +/*'Deg 2"r r"ll sti##ness in +/*'Deg
(K)
2
%
=
T
=
K
2

( ) 3 & 34 2
K
%
=
T
=
K
2

$ % 7ndi,idual wheel rate 9+'*; t % trac< width 9*;


Suspension Roll Stiffness
I
7n English units this can &e reduced t" 6&/2t'Deg 7n English units this can &e reduced t" 6&/2t'Deg
K
*%
'$
12
rad
d#-
5./3 2
%
= (K)
2
%
=
K
2 2
1
1
1
1
]
1

Suspension Roll Stiffness


1 % trac< width 9in; $ % 7ndi,idual )heel Rate 9l&'in;
K
13.5
%
=
K
2

I
1he t"tal r"ll sti##ness $ 1he t"tal r"ll sti##ness $

is e.ual t" is e.ual t"

K
+
K
+
K
=
K
d#+'"# R F %

$


2
% 2r"nt R"ll Sti##ness $
R
% Rear R"ll Sti##ness
$
9de,ices;
% Sta&ili=er etc c"ntri&uti"ns
Suspension Roll Stiffness
Lateral Spring Center Position
I
1he Spring -enter t" -g distance 9x; at either end "# 1he Spring -enter t" -g distance 9x; at either end "#
the ,ehicle is i*p"rtant. the ,ehicle is i*p"rtant.

)
K
+
K
(
&
)
K
+
K
( 0 %
K
=
x
r &
& r & r
"- 0 "
&
0 %
)
K
+
K
(
K
=
x
&
r &
r
"- 0 "
1
]
1

*hich reduces to
Lateral Spring Center Position
N
1hen #r"* 1hen #r"*
I
The s!ring center to cg distance 'x) is !ositi"e 'to right of The s!ring center to cg distance 'x) is !ositi"e 'to right of
cg) if cg) if
K
+
K
&
)
K
+
K
( 0 )%
K
(
=
x
r &
& r & r
"- 0 "
&
)
K
+
K
( 1 %
K
'* 0 1
x
& r & r "- 0 "

& K
2
& K
r r & &
Lateral Spring Center Position
I
The location of the 2g from the inside wheel centerline The location of the 2g from the inside wheel centerline
distance l distance l
l l
at each axle can be found from the scale at each axle can be found from the scale
weights at each wheel location& weights at each wheel location&
I
Then by substitution into e1uation . yields e1uation 5 Then by substitution into e1uation . yields e1uation 5
indicating the distance between the s!ring center 'sc) and indicating the distance between the s!ring center 'sc) and
the center of gra"ity 'cg)& the center of gra"ity 'cg)&
%
)
3
+
3
(
3
=
&
r &
r
&
%
)
3
+
3
(
3
0
)
K
+
K
(
K
=
x
r &
r
r &
r
"- 0 "

,
_

Lateral Spring Center Position


Roll Stiffness (Asymmetric Chassis)
I
R"ll sti##ness sh"uld &e calculated using the distance R"ll sti##ness sh"uld &e calculated using the distance
#r"* the instantane"us spring center t" each "# the #r"* the instantane"us spring center t" each "# the
wheel l"cati"ns. wheel l"cati"ns.
N
The spring center location fro the left tire The spring center location fro the left tire
centerline is as sho#n$ centerline is as sho#n$
N
Therefore the roll stiffness for as%etric Therefore the roll stiffness for as%etric
springing is, springing is,
%
)
K
+
K
(
K
= )
x
+
&
(
r &
r
"- 0 " &

) x 0
&
(
K
+ ) x +
&
(
K
=
k
2
r r
2
& &
3 & 34

Roll Stiffness (Asymmetric Chassis)


I
Recall, for e&ual spring rates, Recall, for e&ual spring rates,
( ) 3 & 34 2
K
%
=
T
=
K
2


K
+
K
K
)
K
+
K
(
%
=
k
& r
r
2
r &
2
3 & 34
1
1
]
1

,
_

Then by substitution Then by substitution becomes


Exa*ple8
Symmetric Setup:
LR
w
= 175 lb/in
RR
w
= 175 lb/in

Track = 68 inches
d#-
&b 0 *%
544 =
K
1.5
13.5
64
=
K
2

Roll Stiffness
Exa*ple8
Roll Stiffness
Asymmetric Setup:
LR
w
= !! lb/in RR
w
= 175 lb/in
d#-
&b 0 *%
550 =
K
644
200 + 1.5
1.5
1.5) + (200
64
=
k
2
2

1
1
]
1

,
_

Asymmetric Setup:
LR
w
= !! lb/in RR
w
= 15! lb/in
"#te: A$% = 175 lb/in Track = 68
inches
d#-
&b 0 *%
432 =
K
644
200 + 150
150
150) + (200
64
=
k
2
2

1
1
]
1

,
_

N
The rotational stiffness of the rear axle '% The rotational stiffness of the rear axle '%
ax ax
) due to the tire ) due to the tire
stiffness is stiffness is
N
The rotational stiffness of the rear s!rings and rear stabili6er bar are The rotational stiffness of the rear s!rings and rear stabili6er bar are
( )
T
r %
ax
K
x
% x k
K
3 & 34 2
2

%
t
= tire stiffness '78m)
t
r
= rear trac% width
%
ax
= +otational stiffness '7,m8deg)
( )
5

b 6, r
K
x
% x k
k K +
3 & 34 2
2

%
s
= s!ring stiffness '78m)
t
s
= rear s!ring s!acing
%
b
= +ear stabili6er bar '7,m8deg)
%
r sus!
= +otational stiffness '7,m8deg)
Suspension Roll Stiffness
I
The moment !roduced on the rear axle due to the tire stiffness is The moment !roduced on the rear axle due to the tire stiffness is
I
The moment !roduced on the rear axle due to the s!rings and anti, The moment !roduced on the rear axle due to the s!rings and anti,
roll bar is roll bar is
( )
a
r %
a ax %
x
% x k
K 7

3 & 34 2
2

( )
( )
( )
a "

b a " 6, r
x
% x k
k K 7


1
]
1

+
3 & 34 2
2

a
= 9xle roll angle
c
= 2hassis roll angle
Suspension Roll Stiffness
I
:f no stabili6er bar is !resent the front sus!ension s!rings and the :f no stabili6er bar is !resent the front sus!ension s!rings and the
tire stiffness can be combined as a series system of s!rings to tire stiffness can be combined as a series system of s!rings to
determine an e1ui"alent ride rate& determine an e1ui"alent ride rate&
I
The rotational stiffness of the rear axle due to the tire stiffness is The rotational stiffness of the rear axle due to the tire stiffness is
;
;
, %
, %
r'd#
K K
K x K
K
+

( ) ( )
1
1
]
1

+
3 & 34 2
2
2
x
% x 8r x k
k K
* * ,
b
"
6, *
2 ;
8r x K K
, ,

I
:f a stabili6er bar is !resent the front s!rings and the stabili6er
bar act together '!arallel) to contribute to the stiffness this is
then translated to the tires&
mr motion ratio
Suspension Roll Stiffness
I
-"*&ining chassis r"ll rate with the tire -"*&ining chassis r"ll rate with the tire
c"ntri&uti"n c"ntri&uti"n
( ) ( )
1
1
]
1

+
3 & 34 2
2
2
x
% x 8r x k
k K
* * ,
b
"
6, *
( )
3 & 34 2
2
x
% x k
K
r %
ax

ax *6,
ax *6,
F
K K
K x K
K

Suspension Roll Stiffness


Anti!Roll (Sta"ili#er) $ar Analysis
Anti Roll $ar Analysis
I
The deflection rate at the free end of a torsion bar&
L
r
d

1he de#lecti"n rate at the wheel can n"w &e


#"und thr"ugh analysis "# the *"ti"n rati"
pre,i"usly de#ined.
k
r L
G d F

2
4
32

,
_

,
_

,
_

b
a
k
a
b
d
b
a
F
k =
d
F
A
A
A
B
B
B
Anti Roll $ar Analysis
I
The deflection rate at the wheel is based on the motion
ratio&
2
.
2

,
_

r
r
k k
bar !(
r
.
= length of the attachment arm r
2
= the !i"ot to attachment length
2
.
2
2
4
32

,
_

r
r
r L
G d
k
!(

The +oll stiffness has !re"iously been defined as


( ) 3 & 34 2
K
%
=
T
=
K
2

Anti Roll $ar Analysis

The +oll stiffness has !re"iously been defined as


( ) 3 & 34 2
K
%
=
T
=
K
2

1
]
1

,
_

3 & 34 2 32
2
2
.
2
2
4
x
%
r
r
r L
G d
k
bar

The stabili6er bar contribution to roll stiffness is now


The end<
Than% =ou
Than% =ou

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