Prepared by M.

Uur Dilberolu 4 April 2016

ME 466
PERFORMANCE OF ROAD VEHICLES
HOMEWORK #3 SOLUTIONS
Solution 1:

a) As mentioned in the previous homework solution, the tractive effort characteristic for a vehicle
shows similar behavior with the supplied engine torque behavior. In the question, however, engine
torque characteristic is not provided in the catalog. Fitting a third order polynomial with the help
of the short engine specifications may be a reasonable solution in that case. Hence, 3rd order
approximation (using the correct torque peak) is implemented to find the engine torque with respect
to engine speed in its allowable ranges.

In the provided data sheet, short engine specifications are listed as indicated below. Of course, one
should convert the given units appropriately to determine their SI equivalent units.

= 125 [] 5800 []

= 128 [ ] 3950 []

Using the above data, Figure 1 is plotted using the MATLAB script illustrated at the end of the
question. Note that all the related information is given in the GEARBOX section of the data sheet.
Also, the following equations are used in the script with proper unit conversions.

= (1 ) = (1 )

=
(1 )

In the calculations, either use the gear ratios of the vehicle or assign directly the mph per 1000 rpm
values. The second option will provide more accurate results since the slip factor has already been
taken into account.

By looking at the Figure 1, it can easily be stated that the lower gears provides more traction
whereas the higher gears are used for increased vehicle speeds. However, multiplication of them
(FT x V) is somewhat restricted because of the limited power of the engine, as seen in black color.

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Tractive Effort VS Vehicle Speed

7000

1st gear
6000 2nd gear
3rd gear
4th gear
Tractive Effort [N]

5000 5th gear

4000

3000

2000

1000
0 20 40 60 80 100 120 140 160 180 200 220
Vehicle Speed [kph]

Figure 1: Tractive effort with respect to the vehicle speed for all gears

b) In that part, the vehicle travels in the effect of two main resistances, which are namely rolling
resistance and air resistance. Since the vehicle goes on a level road and the effect of acceleration is
ignored in this stage, there is no need for the calculation of gradient and inertial resistances. Let us
obtain the required resistances:

Rolling Resistance:

The type of the tire is not given in the data sheet so let us assume that the given tire is a textile
belted radial tire. For the TBR, the required coefficients are determined from the equation IV-8 and
table IV-2 of the lecture notes as follows:

1 = 1.5 , 2 = 0.5 ( 8)

= 0.0135, = 400 , = 1.8 ( 2)
2

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The loads of the front and rear side of the vehicle are obtained as follows:
= (1476 )(9.81 / 2 )(0.56) = 8106 = 826

= (1476 )(9.81/ 2 )(0.44) = 6369 = 649

Using the following relation, the first coefficient containing the rolling resistance can be found:

= (1 2 ) (1 2 )

2 400
= 0.0135 (1.5 0.5 ) (1.5 0.5 ) = 0.0130
1.8 826
2

1.9 400
= 0.0135 (1.5 0.5 ) (1.5 0.5 ) = 0.0116
1.8 649
2
The velocity coefficient b is assigned looking at the values at the lecture notes:
= 0.000015

Now, it is ready to obtain the overall rolling resistance for that vehicle:

, = (0.0130 + 0.000015( ))(826 )(9.81 / 2 ) = (105 + 0.122 )

, = (0.0116 + 0.000015( ))(649 )(9.81 / 2 ) = (74 + 0.096 )
= (179 + 0.218 )

Air Resistance:
Using the formula IV-17, the overall area subjected to the air resistance is approximated:
= 0.80 = 0.80(1.415 )(1.733 ) = 1.962 2

The air resistance is written as follows:

= 0.047 2 = 0.047(0.29)(1.962 2 )( )2
= 0.027 2

Finally, the total resistances with respect to the vehicle velocity is expressed as follows:
= ( + ) = (179 + 0.218 + 0.027 2 )

Then, the resistance curve can be superimposed in the Figure 2.

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Tractive Effort VS Vehicle Speed

8000
1st gear
2nd gear
7000
3rd gear
4th gear
Tractive Effort & Resistance [N]

6000 5th gear

Total Resistance
5000

4000

3000

2000

1000

0
0 50 100 150 200 250
Vehicle Speed [kph]

Figure 2: Tractive effort & resistive forces with respect to the vehicle speed for all gears

c) Figure 1 shows the tractive effort curves for each gear together with the total resistances. One
can easily find the maximum speeds of the vehicle in each gear by looking at these curves.

If the total resistance curve does not intersect with the tractive effort, the maximum speed is
mechanically limited in that gear. In other words, the driver can push the gas pedal and reach up to
maximum engine speed in that gear. According to the Figure 1, the vehicle has mechanically
limited maximum speeds in all gears so that the values of which can be determined at the end
points of the curves.

d) In Figure 1, the resistance curve is expected to intersect with the tractive effort curve in the 5th
gear due to its power limited maximum speed behavior seen in the data sheet. In fact, maximum
speed at the top gear is specified to be at an engine speed of 6050 rpm rather than being at .
However, this is not the case observed in the calculations. The reason may probably be the non-
accurate prediction of the overall resistances to the motion.

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The results are summarized in Table 1, comparing the calculated values with the real specifications.
When compared, the calculations provide very good indication for the maximum speeds of the
vehicle in all gears other than the top gear.

CALCULATED VALUES ROAD TEST RESULTS

Maximum Maximum Maximum Maximum
Gear Vehicle Speed Engine Speed Case Engine Speed Engine Speed Case
(kph) (rpm) (kph) (rpm)
1st 50.2 6250 ML 49.9 6250 ML
2nd 82.3 6250 ML 82.0 6250 ML
3rd 122.4 6250 ML 122.3 6250 ML
4th 170.5 6250 ML 170.6 6250 ML
5th 208.6 6250 ML 202.8 6050 PL
TABLE 1: Calculated & real maximum speeds of the vehicle in each gear

Note that ML stands for the mechanically limited maximum speed case whereas the PL indicates
the power limited one.

MATLAB script used in the question is illustrated below:

clear all
close all
clc

P1 = 93.212;
n1 = 5800;
Tmax = 173.545;
n2 = 3950;
P2 = Tmax*n2*(pi/30)/1000;
omega = n2/n1;
nemin = 1000;
deltane = 5;
nemax = 6250;

M_3rd = [1 1 1; omega omega^2 omega^3; 0 1 2*omega];

N_3rd = [1; P2/P1;0];
P_3rd = inv(M_3rd)*N_3rd;
i = 0;

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for ne=nemin:deltane:nemax
i=i+1;

Pe_3rd(i)=P1*(P_3rd(1)*(ne/n1)+P_3rd(2)*(ne/n1)^2+P_3rd(3)*(ne/n1
)^3);
Te_3rd(i)=(Pe_3rd(i)*1000)/(ne*pi/30);
end
ne=nemin:deltane:nemax;
rw = 0.305 ;
id = 4.11 ;
it = [3.50 2.12 1.43 1.03 0.84];
V_to_ne_ms = 0.447/105*[5.00 8.2 12.2 17.0 20.8];
V_to_ne_kph = V_to_ne_ms*3.6;
eff = [0.88 0.88 0.88 0.88 0.88];

for i=1:1:5;
Ft(i,:) = (Te_3rd*eff(i)/V_to_ne_ms(i));
V(i,:) = ne*pi/30*V_to_ne_kph(i);
end
Vi = min(V(1,:)): (max(V(5,:))-min(V(1,:)))/(length(V)-1)
:max(V(5,:));
R = 179+0.218*Vi+0.027*Vi.^2 ;

figure (1)
plot(ne,Ft,'LineWidth',4)
title('Tractive Effort VS Engine Speed','fontsize',12)
xlabel('Engine Speed [rpm]');
ylabel('Tractive Effort [N]');
grid

figure (2)
plot(V(1,:),Ft(1,:),V(2,:),Ft(2,:),V(3,:),Ft(3,:),V(4,:),Ft(4,:),
V(5,:),Ft(5,:),'LineWidth',4)
hold on
plot(Vi,R,'LineWidth',4,'LineStyle','--')
title('Tractive Effort VS Vehicle Speed','fontsize',12)
xlabel('Vehicle Speed [kph]')
ylabel('Tractive Effort & Resistance [N]')
legend('1st gear','2nd gear','3rd gear','4th gear','5th
gear','Total Resistance')
grid

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Solution 2:

For a vehicle, maximum speeds are calculated using the expressions V-16 and V-17 in the lecture
notes, which are given as:

(1 )
= ( 16)

2 22 41 3
= ( 17)
21

where 1 , 2 and 3 are the coefficients associated with the tractive effort and the resistances.
Also, the net force is written in the form of the coefficients as follows:

= ( + + ) = 1 2 + 2 + 3 ( 1,9)

In the power limited case, the maximum vehicle speed is obtained by equating the net force on the
vehicle to zero. Using the known quantities from Problem 1, let us try the power limited case for
top gear:

3

1 = [ ]
(1 )

2

2 = [ ] = (0.052 2 + 13.7 + 813 )
(1 )

3 = [ ]
(1 )

Then,

= 1 2 + 2 + 3 = 0

= ( + + ) = (0.052 2 + 13.7 + 813) (0.027 2 + 0.218 + 179) = 0

= 0.079 2 + 13.5 + 634 = 0 = 209

The power limited maximum speed would be 209 kph if it were possible. However, its value is just
above the maximum engine speed. In conclusion, the vehicle maximum speed is 208.6 kph (ML)
as seen from the non-intersecting tractive effort and resistance curves in Figure 2.

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Solution 3:

Let us find the coefficients to determine the time required to accelerate from 110 kph to 140 kph.
As previously mentioned in Problem 1, rolling resistance and air resistance have influence on the
vehicle. In Problem 3, the only differences are reduced inflation pressure at the rear tires and the
wind in the direction opposite to the motion of the vehicle. Using the proper values, the coefficients
are determined as follows:

Tractive Coefficients:

3

1 = ( ) = 0.095
(1 ) 2

2

2 = ( ) = 20.54
(1 )

3 = = 994.5
(1
)

Resistive Coefficients:

1 = + = 0.027
2

2 = + 2 = 1.67

3 = + + 2 = 200.6

Net force :

= 1 2 + 2 + 3

= (0.095 0.027) 2 + (20.54 1.67) + (994.5 200.6)

= (0.122 2 + 18.9 + 794)

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Since the vehicle has acceleration, inertial resistances must be taken into account. For this purpose,
equivalent mass of the vehicle should be determined as follows:

= = (1.03 + 0.0016( )2 ) ( 33)

= 1563

Finally, the time required for the specified acceleration is expressed as follows:

2 =140

=
1 =110 0.122 2 + 18.9 + 794

= 10.6

Solution 4:

Following data is specified for the vehicle:

Vehicle mass: 1175 kg

Moment of inertia of parts: @ engine speed: 0.25 kg.m2
@ propeller shaft speed: 0.03kg.m2
@ wheel speed: 6.40 kg.m2
First gear ratio: 3.65
Differential ratio: 4.45
Rolling tire radius: 0.288
a) First of all, determine the total inertia of the rotating parts of the output side of the clutch:
2
= 2 2 + 2+ 2 2

(1175 )(0.288 )2 (0.03 2 ) (6.40 2 )
= + + = 0.396 2
(3.65)2 (4.45)2 (3.65)2 (3.65)2 (4.45)2
Due to the negligible effect of the speed in this case, disregarding the air resistance and velocity
dependent part of the rolling resistance is justified. Then, the load torque is written in the form of
the following expression:

(0.288 )
= () = [(0.012)(1175 )(981/ 2 )] = 2.786
(3.65)(4.45)(0.88)

In the above expression, the only resistance arises from the velocity independent term of the rolling
resistances. Moreover, an indirect transmission assumption results in the efficiency to be 0.88.

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The characteristics for engine torque versus engine speed is provided in the question sheet. For
40% opening at 3000 rpm engine speed, one may use the engine torque as approximately 80 Nm.
On the other hand, it is recommended to use = (1.3 1.5) as a rule of thumb. In other
words, one can choose the engine torque as 85 for 40% throttle to be on the safe side.
Afterwards, the clutch friction torque can be approximated by the following equation:

= 1.3 111

Now, it is ready to determine the time for the clutch to fully engage:

( )
=
( ) ( )

(0.25 2 )(0.396 2 )(3000 0)

=
(111 2.8 )(0.25 2 ) (80 111 )(0.396 2 )

= 0.8

b) The synchronization speed is expressed as follows:

( )
=

(111 80 )
= (3000 ) (0.8 )
(0.25 2 )

= 2070

c) The vehicle speed reached at the end of the engagement period is calculated as follows:

(1 )
=
1

(0.288 )(2070 )(1 0.08)

=
(3.65)(4.45)

13

In the expression above, the slip factor S is taken as 0.08 for the first gear.

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Solution 6:

Simpsons Compound Planetary Gear Set:

There are 2 combined planetary gear set in the animation. Let us identify the front and rear sets as
1st and 2nd planetary gear set, respectively. Both gear sets consist of three gears, which are called
as the sun, arm (carrier) and ring gears.

Figure 3: The Simpsons compound planetary gear set

The general motion of both planetary gear set seen in the animation is described by the following
expressions:

( ) ( ) = =

Note that the relation contains information about the two different meshes (ring to planet & planet
to sun) in sequence. The sign convention is defined such that external gears indicated a positive
mesh whereas internal gear negative one.

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The related parameters can be listed as follow:

1 ()

2 ()

Speed Ratio for the First Gear:

The gear mesh between the green ring gear and the sun gear is expressed as follows:

48 0
= = = 22
24 2 0

After finding angular velocity of the sun gear in terms of green ring gear, another equation is needed
to find the overall speed ratio. The second mesh is identified between the sun gear, the green planet
gear & the yellow ring gear. For the second mesh, the arm (or carrier) is the green planet gear,
which turns with the speed of the green ring.

48 2 22 2 52
= = 2 = 1 =
24 1 2 1 2 2

As a result, the speed ratio between the yellow and the green ring gear is 2.5:1, which was wrong
in the explanations of the animation.

Speed Ratio for the Second Gear:

In a similar manner, the same gear mesh between the green ring gear and the sun gear is expressed.
In this case, however, the sun gear has to be stationary and the arm of the planetary gear set is the
green planet gear.

48 0 48 0 2
= = =
24 1 24 1 2

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Note that the angular speed equals to the angular speed 2 since they are both green colored
and rigidly fixed together. Then, the expression written above directly provides the input-output
speed relation.

48 0 2 32
= 1 =
24 1 2 2

Speed ratio is 1.5:1 for the second gear of the transmission.

Speed Ratio for the Third Gear:

By inspection, one can easily state that the speed ratio is unity at the third gear. The blue and green
planet gears are stationary between the ring gears and sun gear. That implicitly dictates a condition
where the sun & ring gears turn together with a steady angular speed, giving a direct input-output
relationship 1:1. One may also write the equations to justify the unity speed ratio. Try it!

Speed Ratio for the Reverse Gear:

In the reverse gear, the input and output of the transmission is the sun gear and the green ring gear,
respectively. Expression describing the related mesh is written below:

48 0
= = = 22
24 2 0

As a result, the speed ratio is -2:1 between the gears in the reverse gear. The minus sign indicates
the relative direction of the motion so that the sun gear and the green ring gear turns oppositely.

Ravigneaux Planetary Gear Set:

As seen in the Ravigneux animation, two different planetary gear sets are connected in this case.
The first set contains 4 gears, two of which are planet gears (blue,green) & the others are sun
(purple) and ring (yellow) gear. The second set consists of 3 gears including the ring (yellow) gear,
sun (orange) gear and the planet (blue) gear.

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Figure 4: The Ravigneauxs compound planetary gear set

For the second set, the relation is the same as the provided one in the previous question.

For the first set, the angular speed of the gears obeys the following relation:

1 1 1
( ) ( ) ( )= =
1 1

Actually, the minus sign used previously for the meshes are just disappeared. It arises from the
sequential meshes between the gears.

The related parameters can be listed as follow:

1 2 ()

1 ()

2 ()

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1 1

2 2

1 1

2 2

Speed Ratio for the First Gear:

In the first gear, the input is the purple sun gear whereas the output is yellow ring gear. The gear
mesh between the green ring gear and the sun gear is expressed below. The arm velocities are just
zero since both planet gears are turning around a fixed axis of rotation.

1 1 84 1 0
= = 1 = 2.331 = 2.332
1 1 36 2 0

Therefore, the speed ratio is 2.33:1 in the first gear.

Speed Ratio for the Second Gear:

The mesh between the second planetary set is written below, where the orange-colored sun is
stationary.

2 2 84 0
= = = 0.5832
2 2 60 2

The relation between the sun and ring gear of the first planetary set (having the 2 planets inside) is
written as follows:

1 1 84 1 0.5832
= = 1 = 1.562
1 1 36 1 0.5832

Thus, the speed ratio is found as 1.56:1 in the second gear.

Speed Ratio for the Third Gear:

Similar to the SIMPSON planetary gear set, the rotating parts turns together in the third gear. The
speed ratio can be determined by 1:1 by inspection.

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Speed Ratio for the Fourth Gear:

In the fourth gear, the input is the planet carriers or also called arm. Writing the relation for the
second planetary gear set will give the results for the overdrive case.

2 2 84 0
= = = 0.5832
2 2 60 2

In the above equation, the arm speed (planet speed) is input to the system and the orange sun gear
is stationary. The results reveal that input-output ratio is 0.583:1 for overdrive case.

Speed Ratio for the Reverse Gear:

Different from the previous gears, the orange sun gear is input now. Write the equation for the
second planetary set as stated below. Note that the arm speed is taken as zero since both sun
(orange) and ring (yellow) is rotated with respect to a fixed axis.

2 2 84 2 0
= = 2 = 1.42
2 2 60 2 0

The minus sign indicates that the input and output gears are rotated in the opposite directions of
motions. The speed ratio is -1.4:1 for reverse gear.

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PROBLEM 5

a) Equations of motion:
For the engine inertia
= (1)
For the gear inertias
= ( + ) 1 (2)
For the vehicle inertia
= + (3)
If Ts is eliminated, then the equations of motion can be written as:

= + + (4)
= ( + ) + ( + + ) (5)

And since TL=50+0.1381*0.32142*wv2

= + + (6)
= ( + ) + ( + + + . . ) (7)

And also v=t .g

= + +
)
= ( + + +. . + +

Where Tp and Tt are given by the equations in the problem statement on the HW sheet.

b) The Simulink model and the m-file for loading (the given parameters to workspace),
simulating and plotting are attached.

c)

1
Derivation of this equation is given in Appendix.
Torque Converter 2 has higher power transmission efficiency than the one of Torque Converter 1,
evident from the efficiency plot. Actually this is also evident from the speed and torque curves.
With almost the same amount of torque (pump torque plot) and a slightly higher speed
(pump/engine speed plot) at the pump side, TC2 keeps the higher speed (turbine speed plot) and
moreover, makes a difference in the torque (turbine torque plot) at the turbine side in comparison
to Torque Converter 1.
Note that dissipated energy plot can be confusing since this figure shows that the more efficient
TC2 results with a higher dissipated energy, which seems contradictory at a first glance. However
how much energy is dissipated depends not only on the efficiency, but also on the power (or
energy) input. Therefore when the dissipated energy is normalized, i.e. divided by the energy input,
the following plot is obtained, showing that for equal energy input, TC2 dissipates less than TC1,
which is an expected results since TC2 is more efficient than TC1.

The last figure shows that the vehicle with TC2 also accelerates slightly faster, since the turbine
speed (input gear speed) is directly connected to the vehicle speed.

d) By tracing the data in Figures e and f above, the following Table is constructed (this is
done within two for loops in the m-file):
Speed ratio Torque ratio K-factor [kg(-0.5)/m]
0 1.68 17.07
0.1 1.59 16.65
0.2 1.52 16.46
0.3 1.46 16.47
0.4 1.40 16.70
0.5 1.35 17.17
0.6 1.29 17.94
0.7 1.22 19.14
0.8 1.12 21.02
0.9 1 25.04
0.91 1 26.19
0.92 1 27.56
0.93 1 29.24
0.94 1 31.35
0.95 1 34.09
0.96 1 37.83
0.97 1 43.37
0.98 1 52.75
0.9878 1 67.07
When the data in this table is embedded in a 1-D Lookup table, the following results are obtained:

Note that the accuracy obtained in these estimations depends entirely on how many data points are
used in building the lookup table. As the number of data points increases, the accuracy increases.

Appendix
Lets assign a resistive torque Tr to the contact of the two gears. Then we can write:

=
and

=

Eliminating Tr and making use of the kinematic relationship v=t .g we end up with Equation 2.