VEHICLE DESIGN

&
CAD
Işık University - AUE 421

Week #7

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Today ?

Tires, Wheels

Shafts, Joints

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Tires, Wheels

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 Past...

Benz Patent-Motorwagen Ford Model T

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 Present...

Mercedes-Benz S-Class
Porsche 911

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 Tire Properties (1975-2000)
2000
Life Span 50000 km

Braking (dry) Mass

35000 km 8 kg
36 m

55 m 11,6 kg

1975

85 m 1,3 %
Braking (wet) Rolling Resistance
65 m 210 km/h 0,9 %

Max. Speed 300 km/h

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 Story of Road Vehicle Tires
• 1839 Charles Goodyear: vulcanization
• 1845 Robert William Thompson: first pneumatic tire
• 1888 John Body Dunlop: patent for bicycle (pneumatic) tires
• 1893 The Dunlop Pneumatic and Tyre Co. GmbH, Hanau,
Germany
• 1895 André and Edouard Michelin: pneumatic tires for Peugeot
• 1899 Continental: longer life tires (approx. 500 Kilometer)

• 1904 Carbon added: black tires.

• 1908 Frank Seiberling: grooved tires with improved road traction
• 1922 Dunlop: steel cord thread in the tire bead
• 1943 Continental: patent for tubeless tires
• 1946 Radial Tire

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 Composition of Modern Tires
• Reinforcements: steel, rayon, nylon 16%
• Rubber: natural/synthetic 38%
• Compounds: carbon, silica, chalk, ... 30%
• Softener: oil, resin 10%
• Vulcanization: sulfur, zinc oxide, ... 4%
• Miscellaneous 2%
• Tire Mass 8.5 kg

195/65 R 15 ContiEcoContact

Reference : Rill, G., Vehicle Dynamics Lecture Notes, Fachhochschule Regensburg, 2003.
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 Cross Section of a Tire

Reference : Jazar, R.N., Vehicle Dynamics, Springer, 2008.

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 Wheel and Its Dimensions

Reference : Jazar, R.N., Vehicle Dynamics, Springer, 2008.

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 Tire Designations

Reference : Jazar, R.N., Vehicle Dynamics, Springer, 2008.

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 Tire Speed Index (Rating)

Reference : Jazar, R.N., Vehicle Dynamics, Springer, 2008.

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 Tire Load Index (Rating)

Reference : Jazar, R.N., Vehicle Dynamics, Springer, 2008.

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 The Plus One Concept

The plus one (+1) concept describes the sizing

up of a rim and matching it to a proper tire.
Generally speaking, each time we add 1 inch to
the rim diameter, we should add 20mm to the
tire width and subtract 10% from the aspect
ratio. This compensates the increases in rim
width and diameter, and provides the same
overall tire radius. The figure on the right
illustrates the idea. By using a tire with a
shorter sidewall, we get a quicker steering
response and better lateral stability. However,
we will have a stiffer ride.

Reference : Jazar, R.N., Vehicle Dynamics, Springer, 2008.

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 Tire Infilation

Reference : Jazar, R.N., Vehicle Dynamics, Springer, 2008.

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 Right hand rule
(e.g. for Body Rotation Angles)

For the direction of the rotation angles:

Orient the thumb of your right hand in the

direction of the axis, about which the
vehicle body is rotated.

Then the other fingers show in the

direction of a positive rotation angle.

Reference : Kiencke, U., Nielsen, L., Automotive Control Systems, Springer, 2000.
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 Degrees of Freedom (DOF's) of a Vehicle

Reference : Kiencke, U., Nielsen, L., Automotive Control Systems, Springer, 2000.
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 SAE Vehicle Axis System

Reference : Gillespie, T.D., Fundamentals of Vehicle Dynamics, SAE, 1992.

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 SAE Tire Axis System

Reference : Gillespie, T.D., Fundamentals of Vehicle Dynamics, SAE, 1992.

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 Coordinate Systems
• In => Fixed Inertial System
• CoG => Chassis Coordinate System (fixed at the Center of Gravity (CoG) of the
vehicle body)
• Un => Undercarriage coordinate system
• W => Wheel fixed coordinate system (for each wheel)
With the exception of the global fixed system, all other coordinate systems move during
travel !

Reference : Kiencke, U., Nielsen, L., Automotive Control Systems, Springer, 2000.
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 Contact Patch Loading Distribution

The picture can't be displayed.

Offset of Fz !
Rolling tire
The picture can't be displayed.

Reference : Jazar, R.N., Vehicle Dynamics, Springer, 2008.

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 Tire Normal Force - Components
• Static Load
• Load Transfer (Acceleration, Braking,
Longitudinal road inclination)
• Load Transfer (Cornering, Lateral road
inclination)
• Dynamic Load Changes (Road Excitation
because of unevenness)

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 Rolling Resistance

Not rotating Rotating

Reference: Rajamani, R., Vehicle Dynamics and Control, Springer, 2006.

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 Rolling Resistance
in [N]

in [W]

normal stress Dissipated Side view of normal stress

in the tire print area Power and its resultant force
for a rolling tire Fz on a rolling tire

Reference : Jazar, R.N., Vehicle Dynamics, Springer, 2008.

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 Rolling Resistance Coefficients

Reference : Jazar, R.N., Vehicle Dynamics, Springer, 2008.

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 Longitudinal Friction Coefficient
as a Function of Longitudinal Slip Ratio
Longitudinal Slip Ratio (Positive for driving, negative for braking)

Linear
Region

µx(s) = Cs s

Linear
Modeling

Pure rolling never occurs:

At least rolling resistance moment exists.

Reference : Jazar, R.N., Vehicle Dynamics, Springer, 2008.

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 Longitudinal Friction Coefficients

Reference : Jazar, R.N., Vehicle Dynamics, Springer, 2008.

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 Radial and Non-radial Tires

Radial Tire Non-Radial Tire

(Bias-ply)
(Cross-ply)
Reference : Jazar, R.N., Vehicle Dynamics, Springer, 2008.
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 Tire Behavior under Lateral Force

Reference : Jazar, R.N., Vehicle Dynamics, Springer, 2008.

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 Rolling Tire Deformation
under a Lateral Force

Offset of Fy !
Self aligning moment

Reference : Gillespie, T.D., Fundamentals of Vehicle Dynamics, SAE, 1992.

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 Lateral Force Behavior

Linear
Region

Fy(α) = −Cα α

Linear
Modeling

Reference : Jazar, R.N., Vehicle Dynamics, Springer, 2008.

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 Kamm Circle / Friction Ellipse

2 2
⎛ Fy ⎞ ⎛ F ⎞
⎜ F ⎟ ⎜ F ⎟ =1
+ x

⎝ ym ⎠ ⎝ xm ⎠

Reference : Jazar, R.N., Vehicle Dynamics, Springer, 2008.

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 Tire Pressure Monitoring

Reference : Marek, J., Trah, H.P., Suzuki, Y., Yokomori, I., Sensors for Automotive Technology, Wiley, 2003.
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 Wheel Speed Sensors

Passive type

Installation into
Active type, since 1999 Wheel bearing
Better low speed accuracy

Reference : Marek, J., Trah, H.P., Suzuki, Y., Yokomori, I., Sensors for Automotive Technology, Wiley, 2003.
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 Structure of a Passive Wheel
Speed Sensor

Reference : Marek, J., Trah, H.P., Suzuki, Y., Yokomori, I., Sensors for Automotive Technology, Wiley, 2003.
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Tires of the Future ?

Michelin Tweel

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Shafts, Joints

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 Universal Joint

Reference: https://en.wikipedia.org/wiki/Universal_joint.
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 Universal Joint (16th Century)

Reference: Seherr-Thoss, H. C., Schmelz, F., Aucktor, E., Universal Joints and Driveshafts, Springer, 2006.
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 Hooke Joint – Angular Difference & Velocities

ϕ 2 = arctan ( cos ( β ) tan (ϕ1 ))

ω2 cos ( β )
=
ω 1 1− sin 2 ( β ) sin 2 (ϕ1 )

where
dϕ dϕ 2
ω1 = 1 ω2 =
dt dt

Reference: Seherr-Thoss, H. C., Schmelz, F., Aucktor, E., Universal Joints and Driveshafts, Springer, 2006.
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 Double Universal Joint

Reference: Seherr-Thoss, H. C., Schmelz, F., Aucktor, E., Universal Joints and Driveshafts, Springer, 2006.
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 Universal Joint Configurations

Reference: Seherr-Thoss, H. C., Schmelz, F., Aucktor, E., Universal Joints and Driveshafts, Springer, 2006.
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 Driveshaft System

Reference: Seherr-Thoss, H. C., Schmelz, F., Aucktor, E., Universal Joints and Driveshafts, Springer, 2006.
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 Critical speed
Natural frequency must be higher than their operating speed range.

Torsional natural frequency is in general higher than bending natural frequency.

Hence, the shaft should be controlled for bending.

Inner diameter : d
Outer diameter : D
Length or distance between bearings: L

Natural frequency of a hollow shaft :

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 Driveshafts

Reference: Seherr-Thoss, H. C., Schmelz, F., Aucktor, E., Universal Joints and Driveshafts, Springer, 2006.
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 Driveshafts

Reference: Seherr-Thoss, H. C., Schmelz, F., Aucktor, E., Universal Joints and Driveshafts, Springer, 2006.
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 Driveshafts

Reference: Seherr-Thoss, H. C., Schmelz, F., Aucktor, E., Universal Joints and Driveshafts, Springer, 2006.
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 Shafts

Massive or hollow shaft.

Length compensation.
Rzeppa Joint Hook Joint

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 Rzeppa Joint

Reference: Seherr-Thoss, H. C., Schmelz, F., Aucktor, E., Universal Joints and Driveshafts, Springer, 2006.
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 Constant Velocity Ball Joints based
on Rzeppa principle

Reference: Seherr-Thoss, H. C., Schmelz, F., Aucktor, E., Universal Joints and Driveshafts, Springer, 2006.
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 Propellershaft (Propshaft)
Propshafts are needed for rear wheel drive to transmit the torque from
the engine and gearbox.

They turn three to four times faster than halfshafts (up to 10000 rpm).

Their greatest articulation angle in continuous operation is β = 7°.

Because of the differing length requirements there are one-part to

three-part shafts, the latter with intermediate bearings.

Combined shafts made up of Hooke’s joints and constant velocity

joints are also known.

Reference: Seherr-Thoss, H. C., Schmelz, F., Aucktor, E., Universal Joints and Driveshafts, Springer, 2006.
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 Propshaft Materials

Reference: Seherr-Thoss, H. C., Schmelz, F., Aucktor, E., Universal Joints and Driveshafts, Springer, 2006.
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 Double Hooke’s Joint

Axial free bearing

Fixed bearing
in axial direction

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 Homokinetic Joints
Speric face

Tripode

Rzeppa-Birfield
Löbro

DOS

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 Shafts
Working Angles and Length
Compensation
Approximate Values :

Passenger Car – Driven Front Axle

Wheel Side Max. Working Angle : 40-45°

Inner Side Max. Working Angle : 20°
Length Compensation : 20-50 mm

Passenger Car – Driven Rear Axle

Wheel Side Max. Working Angle : 20°

Inner Side Max. Working Angle : 20°
Length Compensation : 20-50 mm

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