Do the input torques/frequencies establish seperating forces, which at the right frequency could setup resonance in the system (speed related).
With the gearboxes I see, we live with a small amount of backlash and ensure it remains within a prescribed limit.
Can the design be adjusted to...
Im starting up an initial dynamic model of a medium sized sedan, front engine layout, all wheel drive, around 1400kg (3000lb), would anyone have figures for roll, pitch, yaw inertia's for something like this?
Regards
J
Hi,
I was just wondering what you guys thought would be the best plan of action when faced with the problem of power steering when converting an IC car (say honda civic say 94) to electric. Ive come up with a number of ways to overcome this:
1. No power steering and just adjust the suspension...
The crowning is a centering effect. Basically the high spot pulls the belt towards that area. By tightening one side of a roller it is simulating half a crown.
Ive experienced this with older four wheel drives using a solid front axle with two longatudinal links going back behind the axle for the longatudinal restraint and a panhard rod for lateral restraint. As in your case if the vehicle hit a bump or a series of undulations at a certain speed, the...
Am I right to say that theoretically akerman should be adjusted to match the tyre lateral friction data. Pro or anti akerman, depending on if the peak lateral forces generated by the tyre happen at increasing or decreases slip angles as normal load increases?
JMech
There is a paper on this in regards to testing a nascar style racecar (winston?), and has verification with FEA and a simple box frame made up. Try to search for that, seems its exacly what your after.
JMech
Hi all,
Ive tried a few searches but nothing has come up for what im after regarding the stiffness of helical spring lock washers.
Im interested in their force deflection curve (stiffness)for standard metric sizes, much like the readily available full disc spring washers or also known as...
You can play around with the upright internal stresses by varying the position of the brake caliper.
F1 tried the brake caliper at 6oclock purely for CG reasons, but found the caliper body being "milled" down by the wheel flexing, requiring stiffer setups.
Another point can be yaw inertia of...
Hi,
Ive been looking into some deisel engines, both NA and turbocharged. For natrualy aspirated version it troubles me that there isnt really a strong control of deisel / air ratio, well apart from the deisel pump (which could offer tight control??). I was wondering what the ranges would be...
I just had a simple model, neglecting sidewall stiffness, basically using tyre pressure and dimensions.
Thats cool, this topic encopasses quite a bit of stuff, just thought that ride rate would partly effect the balance, hence weight transfer.
Jakub
Guys
Correct me if im way out of the ball park, but from doing a quick analysis (actually already had a spreadsheet) going to thiner tyres will give a softer tyre rate (assuming all other variables remain the same). So then to have the same effective rate we would need to increase tyre pressure...
Greg,
Can you explain the reason of toe-in with bump - in regards to production cars I assume, ive always been under the impression to achieve the minimal toe during bump as possible.
Would this be used to increase the wheel angle during turn/roll, increasing turn response?
Jakub
F1 car, say around 1/2 degree, with half of that coming from the tyres. This would be most probably max roll experienced.
By saloon Im thinking big heavy sport cars, id say around 4 to 5 deg/g which is on the firm side of things.
Rally cars would depend, they seem very heavily sprung in roll...
Force arising from out of balance wheels has a squared relationship to speed. So if your doubling speed, should reduce eccentricity by 4 for the same force.
Jakub
