Dr.

B Dayal

Dr. B Dayal

PERFORMANCE CHARACTERISTICS
OF ENGINES
gasoline

diesel

ACCELERATION PERFORMANCE
ENGINE POWER
TRACTION LIMITS ON THE TYRE WHEELS.
POWER LIMITED ACCELERATION.
ENGINE.
POWER = TORQUE X SPEED
= 2TN
Power = rate of work done = force x dS / dt = force x V
Force = Fx = power / V
Fx = Max = power / V
ax = power / MV
= power . g /(W . V)

POWER TRAIN IN AUTOMOBILE

SYSTEM
ENGI
NE
CLUTCH

WHEEL

GEAR
BOX
PROPELLOR
SHAFT
FINAL DRIVE

AXLE

DIFFER
ENTIAL

AXLE

WHEE
L

POWER TRAIN
Tc = Te Ie e
Where,
Tc = torque at the clutch
Te = engine torque at a given speed
Ie = engine rotational inertia
e = engine rotational acceleration
TD = (Tc Itt) . G
Where,
TD = torque output to the propeller shaft
G = gear ratio
It = rotational inertia of the transmission
Ta = Fxr + Iw w = (TD Id d)GFD
Where,
Ta = torque on the axles
Fx = tractive force at the ground
r = radius on the wheel
Iw = rotational inertia of the wheels and axle shafts
w = rotational acceleration of the wheels

POWER TRAIN
Id = rotational inertia of the drive shafts
d = rotational acceleration of the drive shaft
GFD = gear ratio of the final drive
d = GFD . W
And e = G . d = G . Gfd . w
Fx = Te . Goverall / r [(Ie + It)G2overall + IdG2FD + Iw]ax / r2
Where,
Goverall = combined ratio of transmission and final
drive.
Taking efficiency of transmission and final drive into consideration:
Fx = [Te . Goverall . tf / r] [(Ie + It)G2overall + IdG2FD + Iw] ax / r2
Where, tf = combined efficiency of transmission and final drive.
First term on the right side represents the steady state tractive
force available.
The second term represents the loss of tractive force due to
inertia of the engine and driveline components.

POWER TRAIN
Knowing the tractive force, it is now possible to predict the
acceleration performance of the vehicle.
M . ax = W . Ax / g = Fx Rx DA Rhx W sin
Where,
Rx = rolling resistance forces
DA = aerodynamic forces
Rhx = hitch (towing forces)
Since Fxincludes the tractive force and rotational terms. For
rotational terms, taking lumped mass into consideration:
(M + Mr)ax = (W + Wr)ax / g = [Te . Goverall . tf / r] - Rx DA Rhx W
sin
Where,
Mr = equivalent mass of rotating components
M + Mr = effective mass
And
(M + Mr) / M = mass factor
The mass factor will depend upon the operating gear. The
representative number is often taken as:
Mass factor = 1 +0.04 + 0.0025 G2overall

TRACTIVE EFFORT SPEED CHARACTERISTICS FOR A MANUAL TRANSMISSION

The constant engine power line is equal to the maximum power of the
engine, which is upper limit of the tractive effort available, less any losses in
the drive line.

TORQUE CONVERTOR

CHARACTERISTICS OF A
TYPICAL TORQUE CONVERTER
At 0 output speed,
output torque is more
than two times the
engine
torque,
providing for good
take off.
As speed builds up
the
transmission
input approaches the
engine
speed
and
torque ratio drops to
1.

TRACTIVE EFFORT SPEED

CHARACTERISTICS FOR AN AUTOMATIC
TRANSMISSION
In first gear the tractive
effort rises significantly.
Road load forces are
shown arising from rolling
resistance,
aerodynamic
drag and road grade.
The intersection between
the road load curve and
tractive effort curves is the
maximum speed that can
be sustained in that gear.

SELECTION OF GEAR RATIOS BASED

ON GEOMETRIC PROGRESSION
The actual ratios selected
for a transmission may be
tailored for performance in
specific modes an optimal
first gear for starting, a
second or third gear for
passing, and a high gear for
fuel economy.
The best gear ratios usually
fall close to a geometric
progression, in which the
ratios change by a constant
percentage from gear to gear.

GEAR RATIOS ON A TYPICAL

PASSENGER CAR

EXAMPLE PROBLEMS
Prob 1. we are given the following information about the engine and
drive train components for a passenger car:
Engine inertia
0.8 in lb - sec2
Torque available:
Rpm

80
0

120 160 200 240 280

0
0
0
0
0

320 360 400 440 480 520

0
0
0
0
0
0

torqu
e

12
0

132

190

145

Transmission data:

160

175

181

198

200

201

198

180

Gear

Inertia (in lb sec2)

1.3

0.9

0.7

0.5

0.3

ratio

4.28

2.79

1.83

1.36

1.00

efficiency

0.966

0.967

0.972

0.973

0.970

Final drive: inertia = 1.2 in lb sec2; ratio = 2.92; efficiency = 0.99;

wheel size = 12.59 inches
Calculate the effective inertia of the drive train components in first gear

EXAMPLE PROBLEMS
Prob 2. calculate the maximum tractive effort and
corresponding road speed in first gear and fifth gear of
the car given in previous slide when inertial losses are
neglected.

TRACTION LIMITED ACCELERATION

Presuming there is adequate power from the engine, the
acceleration may be limited by the coefficient of friction
between the tyre and road.
Fx = W
Where,
= coefficient of friction
W = weight of the vehicle
The weight on a drive wheel then depends on the static
plus the dynamic load due to acceleration, and on any
traverse shift of load due to drive torque.

TRANSVERSE WEIGHT SHIFT DUE TO

DRIVE TORQUE
Transverse weight shift occurs on all solid drive axles.
The drive shaft into the differential imposes a torque Td on the
axle.
A torque due to suspension roll
stiffness, Ts, is produced.
Any difference between these
two must be absorbed as a
difference in weight on the two
wheels.
If the axle is of non-locking
type, then the torque delivered to
both wheels will be limited by the
traction limit on the most lightly
loaded wheel.

TRANSVERSE WEIGHT SHIFT

DUE TO DRIVE TORQUE
To = (Wr / 2 + Wy Wr / 2 + Wy)t/2 + Ts Td = 0
Or
Wy = (Td Ts) / t
In the above equation, Td can be related to the drive forces
because
Td = Fx . R / GFD
Where,
Fx = total drive force from the two rear wheels.
r = tyre radius
GFD = final drive ratio
Roll torque produced by suspension requires analysis of the
whole vehicle because the reaction of the drive torque on
the chassis attempts to roll the chassis on both the front
and rear suspensions.

DRIVE TORQUE REACTIONS ON THE

CHASSIS
The drive torque reaction
at
the
engine
/
transmission
is
transferred to the frame
and distributed between
the
front
and
rear
suspensions.
It is generally assumed
that
the
roll
torque
produced by a suspension
is proportional to roll
angle of the chassis

TRANSVERSE WEIGHT SHIFT DUE TO

DRIVE TORQUE
Then:
Tsf = Kf .
Tsr = Kr .
K = Kf + Kr
Where,
Tsf = roll torque on the front suspension
Tsr = roll torque on the rear suspension
Kf = front suspension roll stiffness
Kr = rear suspension roll stiffness
K = total roll stiffness
= roll angle
= Td / K = Td / (Kf + Kr)
Therefore, Tsr = Kr . Td / (Kf + Kr)
Thus, Wy = [Fxr / GFDt] . [1 Kr / (Kf + Kr)]
Or
Wy = [Fxr / GFDt] . [Kf / K]

TRANSVERSE WEIGHT SHIFT DUE TO

DRIVE TORQUE
The net load on the rear axle during acceleration will be its
static plus dynamic components.
For a rear axle:
Wr = W . (b/L + axh/gL)
Or
Wr = W . (b/L + Fxh/MgL)
The weight on the right rear wheel W rr = Wr / 2 Wy
Or
Wrr = Wb/2L + Fxh/2L (FxrKf / Nft K)
Fx = 2Wrr = 2[Wb/2L + Fxh/2L (Fxr Kf/ Nft K)

Traction limits
Fxmax = (Wb/L) / [1 h/L + 2rKf / Nft K]
For a solid rear axle with a locking differential and in the case of an
independent rear suspension:

Fxmax = (Wb/L) / [1 h/L

For the solid front drive axle with non-locking differential:

Fxmax = (Wc/L) / [1 + h/L + 2rKr / Nft K]

TRANSVERSE WEIGHT SHIFT

DUE TO DRIVE TORQUE
Traction limits (CONTD)
For the solid front drive axle with locking
differential and in the case of independent front
drive axle:
Fxmax = (Wc/L) / [1 + h/L]

EXAMPLE PROBLEMS
Prob 1. find the traction limited acceleration for the rear drive
passenger car with and without a locking differential on a
surface of moderate friction level. The following
information is available:
Weight: front = 2100 lb; rear = 1850 lb; total weight = 3950 lb
CG height = 21.0 in; wheel base = 108 in; coefficient of
friction = 0.62; tread = 59.0 in; final drive ratio = 2.90; tyre
size = 13.0 in; roll stiffness = front = 1150 ft-lb/deg; rear =
280 ft lb/deg
Prob 2. find the traction limited performance of a front wheel
drive vehicle under the same road conditions as the
problem above. The essential data are:
Weight: front = 1950 lb; rear = 1150 lb; CG height = 19.0 in;
wheel base = 105 in; coefficient of friction = 0.62; tread = 60
in; final drive rastio = 3.70; tyre size = 12.59 in; roll
stiffness: front = 950 ft lb/deg; rear = 620 ft lb/deg.