Spring ‘2008

차량동역학 Lecture 5

2008. 4. 11

Midterm

- 추후 수업 시간에 실시
- 따라서, 4월 25일은 정상 수업

중간 고사 개요
- Closed book
- 간단한 식의 유도 및 활용, 물리적 의미
- 주요한 개념들 (암기보다는 이해)
- 간단한 계산 (수학적 처리 능력 불요)

1
 2 Chap 5 – Ride

Ride

NVH (Noise Vibration and Harshness)

 Ride: 0 ~ 25 Hz
 Noise: 25 ~ 20,000 Hz

Subjective Rating
 Ride: 0 ~ 25 Hz
 Noise: 25 ~ 20,000 Hz

Ride Dynamic System

 Ride excitation sources
 Vehicle vibration response
 Human perception

2
Excitation Sources

Road Roughness
 Elevation profile
 Broad band random signals
 Power Spectral Density (PSD)

Road Properties
2
ν 
1+  o 
Gz (ν ) = Go  2
ν
(2πν )
where, Gz(ν) = PSD amplitude (feet2/cycle/foot)
ν = Wavenumber (cycles/ft)
Go = Roughness magnitude parameter
(roughness level)
= 1.25 × 105 for rough roads
= 1.25 × 106 for smooth roads
νo = Cutoff wavenumber
= 0.05 cycle/foot for bituminous roads
= 0.02 cycle/foot for Portland Cement Concrete roads

Road Roughness

Road Input
 Road profile  (differentiate)  Velocity  (differentiate)  Acceleration

Z r = A sin(2πνX ) = A sin(2πνVt ) Z&&r = −(2πνV ) 2 A sin(2πνVt )

 Large acceleration input @ high frequency

 ‘Ride isolation’

3
Road Roughness

Vertical Input
 Excite bounce and pitch motions

Roll Input
 For most vehicles, bounce is more dominant response.
 At low speed, roll input is comparable to vertical one.

Tire/Wheel Assembly - Imbalance

Non-uniformity of Tire/Wheel Assembly

 Mass imbalance
 Dimensional variations
z(t) z(t)
 Stiffness variations θx θz meω 2
d meω 2sin ω t
m

Imbalance m
ω ω e x(t)
 Static imbalance o
y(t)
o

Fi = m r ω 2 M-m

where, Fi = Imbalance force

ω = Rotational speed (rad/sec) mU m COUPLE
mL
θU θL θ COUP
LE

 Dynamic imbalance Upper plane Lower plane m COUPLE

 Overturning moment ω
+ ω
= ω

d ML
MU M COUPLE

4
Tire/Wheel Assembly – Force Variations

Radial Force Variation, RFV

 Harmonics

Tractive Force Variation, TFV

Lateral Force Variation, LFV

Tire/Wheel Assembly - Harmonics

Eccentricity
 Eccentricity of tire, wheel and hubs
 10 ~ 15 Hz @ normal highway speedds
 ‘Matching mounting’

Ovality
 Twice frequency of 1st harmonic

Higher order variations

 May arise from construction
method

<NOTE> Excitation force is not equivalent to the force variation

5
Driveline Excitation

Driveshaft

Mass Imbalance
 Asymmetry of the rotating parts
 Off-centered
 Straightness
 Running clearance
 Deflection of the shaft

Secondary Couples
 Universal joint
ωo cos θ
=
ωi 1 − sin 2 β ⋅ sin 2 θ
where, θ = Angle of the U-joint
β = Angle of rotation of the driving yoke

Driveline Excitation

6
Engine/Transmission

Torque Variation
 Cyclic process
 Flywheel acts as an inertial damper

Engine Mounting
 3 translational and 3 rotational directions
 Roll direction is the most important
 Isolating

Vehicle Response Properties

Rigid Body Motion

 Low frequency
 Sprung and unsprung masses

Structural Modes of Vibration

 Resonance

Input-Output Relationship
 Gain: Ratio of output and input amplitudes
 Transmissibility: Nondimensional ratio of response amplitude
to excitation amplitude for a system in steady-state forced
vibration
 Transfer function

7
 1 Quarter Car Model

Suspension Isolation

Ride Isolation Quarter car model

 Suspension: Stiffness, Damping
 Tire: Stiffness, (Damping)

Quarter Car Model

 Ride rate
Ks Kt
PR =
K s + Kt

 Bounce natural frequency

PR
ωn =
M
 Damped natural frequency
ωd = ωn 1 − ζ s2

Natural Frequency vs. Static Deflection

8
SDOF Model

EOM

m&x&(t ) + cx& (t ) + kx(t ) = F (t )

1
&x&(t ) + 2ζω n x& (t ) + ωn2 x(t ) = F (t )
m

Magnification Factor
1
(1 − r ) + (2ζr ) 2
2 2

ω
where, r =
ωn

2ζr
φ = tan −1
1− r 2

Suspension Isolation

Steady-State Vibration
M &z& + Cs z& + k s z = C s z&u + k s zu + Fb where, z = Sprung mass displacement
zu = Unsprung mass displacement
m&z&u + Cs z&u + (k s + kT )zu = C s z& + k s z + kT z r + Fw
zr = Road displacement
Fb = Force on the sprung mass
Fw = Force on the unsprung mass

Vibrations of ¼ Car Model
 Simple example,
Gain
M = 240 kg, m = 36 kg M
2.5 Fb z
ks = 16 kN/m, Cs = 980 N-s/m
kT = 160 kN/m 2 m
Fw
ZM
1.5
Fb
 Road roughness input zr
1
 Tire/wheel excitation input
Z ZM
 Direct force excitation input 0.5 Zr Fw

0
5 10 15 20 25
Frequency (Hz)

9
Suspension Stiffness

Basics of Suspension Design

 Keeping low stiffness
 To minimize natural frequency because road input increases @ high freq.
 1 ~ 1.5 Hz range for ride
 2 ~ 2.5 Ha for handling Gain 10

Gain
1

4
Sprung Mass Natural Freq.

3
2 Hz Sprung Mass
1.75 Hz Natural Freq.
0.1
1.5 Hz
2
1.25 Hz 2 Hz
1 Hz 1.75 Hz
1
1.5 Hz
1.25 Hz
0
5 10 15 20 25 1 Hz
Frequency (Hz) 0.01
1 10. 100.

Frequency (Hz)

Suspension Damping

Shock Absorber
 Dissipate the energy put into the system by the bump

Jounce (compression) and Rebound (extension)

Gain 10.

Nonlinearity

Gain 3

2.5
Suspension Damping
0.1
2
10 %
Suspension Damping
1.5 40 %
100 % 10 %
1
0.01
200 % 40 %
0.5 100 %
200 %
0
5 10 15 20 25

Frequency (Hz) 0.001

1 10. 100.

Frequency (Hz)

10
Active Control

Passive and Active Systems

Performance Variables
&& )
 Vibration isolation: Unsprung mass acceleration ( Z 2
 Suspension travel: Deflection of suspension (Z1)
 Tire load constancy: Deflection of the tire (Z3)

Characteristic Parameters
 Mass ratio: χ=m/M
 Stiffness ratio: rk = Kt / Ks
 Damping ratio: Cs
ζs =
2 K sM
 Natural freq. of unsprung mass: ωu = K t
m

Active Control

Active Suspension
 Force generation depending on accel. and displ.

Effects of Stiffness and Damping

 Stiffness: Sports car vs. luxury car
 Damping: Suspension travel vs. damping force
 Limitation: Suspension stroke

11
Wheel Hop Resonance

Wheel Hop Frequency

f a = 0.159 ( K t + K s ) g / Wa where, Wa = Axle weight = 0.1~0.5 GAWR

Unsprung Mass
 Wheels/tire, axle/spindle, brakes and suspension components
10
Gain

Gain
Gain
2.5
M
2.5 Fb z 1

2
Unsprung Mass
2 m
Fw
1.5 ZM Heavy
1.5
Fb 0.1
Typical zr
11
Light
Unsprung Mass
Z ZM
0.5
0.5 Zr Fw
0.01
Heavy

Typical
00
55 10
10 1515 20 20 25 25
Frequency (Hz) Light
Frequency (Hz)
0.001
1 10. 100.

Frequency (Hz)

Suspension Nonlinearity

Hysteresis
 Higher effective stiffness
 Road types: Damping and stiffness change
 What else?

12
 2 Pitch / Bounce Motions

Rigid Body Bounce/Pitch Motions

Bounce and Pitch Motion

 Combination of vertical and longitudinal vibration
 Wheelbase filtering

13
Bounce/Pitch Frequencies

Ride Rate k F ⋅ kT k ⋅k
kF = , kR = R T
k F + kT k R + kT

EOM
 Bounce

M&z& + (k F + k R )z + (ak F − bk R )θ = 0

 Pitch
 a 2 k F + b 2 k R   ak F − bk R 
θ&& +  θ +  z = 0
 J   J 

Spring Center

∑M 0 = 0: k F (a + c ) = k R (b − c )
bk R − ak F C.G
θ 0 (Spring center)
⇒ c= M
z
kF + kR c
kF a b kR

Road

Bounce/Pitch Frequencies

System Parameters

Parameters Formula Meaning

kF + kR
α Total spring rate evaluated at spring center
M
a kF − b kR
β Total ride rate evaluated at C.G
M
a kF + b2kR
2
γ Angular rate about C.G
J

EOM

&z& + α z + βθ = 0

βz J
θ&& + γ θ + =0 where, r 2 = (Radius of gyration)
r2 M

14
Bounce/Pitch Frequencies

Natural Frequencies
Z β
&z& + α z + βθ = 0 z = Z cos ωt ( )
Z α − ω 2 + βΘ = 0 = 2
Θ ω −α
βz β Z ω2 −γ 2
θ&& + γ θ +
r 2
=0 θ = Θ cos ωt Z
r 2
(
+ Θ γ −ω2 = 0 ) Θ
=
β
r

(
⇒ α −ω2 ⋅ γ −ω2 − )( ) β 2
=0 ∴ ω12, 2 =
α +γ
±
(α − γ )2 + β 2
2
r 2 4 r2

Oscillation Center
Ζ β ω2 −γ 2 Ζ β ω2 − γ 2
lP = = 2 = 1 r , lB = = 2 = 2 r
Θ ω =ω1 ω1 − α β Θ ω =ω2 ω2 − α β

lP lB
Pitch center Bounce center

Bounce/Pitch Frequencies

Rule of Thumbs
1) kF < 0.3 ⋅ kR: Flat Ride Tuning

2) fP ≈ fB: fB < 1.2 ⋅ fP

3) fP, fB < 1.3 Hz

4) froll ≈ fP, fB

Flat Ride Tuning

front suspension
rear suspension

time

15
Bounce/Pitch Frequencies

Special Cases
 Uncoupled case, when β=0
a kF − b kR bk − ak F
β= = 0 ∴c = R =0  C.G = Spring center
M kF + kR
 Dynamic Index = 1, when r 2 / ab = 1
β β
lP = = − a, lB = =b
ω P2 − α ω B2 − α

a b Overhanging a b
masses

C.G C.G

Car of the past Modern car design

3 Perception of Ride

16
Perception of Ride

ISO Standard

Coordinate system for mechanical vibration Reduced comfort boundaries for translational
influencing humans as defined in ISO 2631 vibration as defined in International Standard 2631

Perception of Ride

British Standard

A 12-axis basicentric coordinate system

(M. J. Griffin, Handbook of Human Vibration)
Median experimental equivalent comfort contours for 12 axes of
vibration of the seated body ( - - - ) compared with asymptotic
contours ( ------- ) as defined in British Standard 6841

17
Perception of Ride

Human Tolerance Limit

Perception of Ride

Measurement System

18
Perception of Ride

Evaluation of Ride
 RMS
1
RMS =
N
∑ x (i )
i
2

 Crest factor

Crest Factor =
max x(i ) ( )
RMS
 Vibration dose value
Ts
VVDV = 4
N
∑ x (i )
i
4

 Estimated vibration dose value

VeVDV = 1.4 ⋅ RMS ⋅ 4 Ts

 SEAT (seat effective amplitude transmissibility)

f1
∫
2
G ff ( f ) ⋅ H ( f ) ⋅ S 2 ( f )df where,
SEAT =
fo Gff(f) = power spectrum of floor vibration
f1 H(f) = seat transfer function
∫
fo
G ff ( f ) ⋅ S 2 ( f )df S(f) = frequency weighting of human
response to vibration

Perception of Ride

Examples of Measured Data and Analysis

Acceleration Frequency Axis Component Point
Time Weighting Multiplying Ride Ride Multiplying Ride
History Factor Value Value Original Data Weighting Weighted Data Factor Value
10

axf Wb 0.25 r.m.s

F F
10
0.25 0.220
E
E ayf Wb 0.25 r.m.s r.s.s E 0.25 0.197
E T 10

0.40 0.502
T azf Wb 0.40 r.m.s
10

1.0 0.822
axs Wd 1.0 r.m.s 10

1.0 0.584
ays Wd 1.0 r.m.s r.s.s 10

S Overall
Ride S 1.0 1.151
E azs Wb 1.0 r.m.s Value E
A
10

0.63 0.583
A T
T arx We 0.63 r.m.s r.s.s 10

0.40 0.442
10

ary We 0.40 r.m.s r.s.s 0.20 0.219

10

arz r.m.s 0.80 1.554

We 0.20
B 10
A 0.50 0.646
axb Wc 0.80 r.m.s C
B K 10
A ayb Wd 0.50 r.m.s r.s.s
0.40 0.562

C 0 0.5

Time (sec.)
1 0.1 1 10

Frequency (Hz)
100 0.5

Time (sec.)
1

K azb Wd 0.40 r.m.s

19