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Vehicle Braking Dynamics Analysis

The document discusses the braking effort distribution for a passenger car weighing 20.02 kN, with a focus on maintaining directional stability during emergency braking on surfaces with varying road adhesion coefficients. It includes calculations using MathCAD and MATLAB to determine the optimal braking force distribution between the front and rear axles under different conditions of road adhesion. The findings suggest selecting the highest coefficient of friction for effective braking performance.

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11 views3 pages

Vehicle Braking Dynamics Analysis

The document discusses the braking effort distribution for a passenger car weighing 20.02 kN, with a focus on maintaining directional stability during emergency braking on surfaces with varying road adhesion coefficients. It includes calculations using MathCAD and MATLAB to determine the optimal braking force distribution between the front and rear axles under different conditions of road adhesion. The findings suggest selecting the highest coefficient of friction for effective braking performance.

Uploaded by

ranjitv10
Copyright
© All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd

Example: Wong 3.

5
A passenger car weighs 20.02 kN (4500 lb) and has a wheelbase of
279.4 cm (110 in.). The center of gravity is 127 cm (50 in.) behind
the front axle and 50.8 cm (20 in.) above ground level. In practice,
the vehicle encounters a variety of surfaces, with the coefficient of
road adhesion ranging from 0.2 to 0.8 and the coefficient of rolling
resistance of 0.015. With a view to avoiding the loss of directional
stability on surfaces with a low coefficient of adhesion under
emergency braking conditions, what would you recommend
regarding the braking effort distribution between the front and rear
axles?

ME 379M/397 – Prof. R.G. Longoria Department of Mechanical Engineering


Vehicle System Dynamics and Control The University of Texas at Austin
Solution, Wong 3.5 (MathCAD)

MathCAD solution
Wong, 3.5
h = 50.8 cm
L = 279.4 cm
L1 = 127 cm
fr = 0.015

µ varies 0.2 to 0.8

ME 379M/397 – Prof. R.G. Longoria Department of Mechanical Engineering


Vehicle System Dynamics and Control The University of Texas at Austin
Solution, Wong 3.5 (Matlab)
Here is how you can solve for Kbf for different mu conditions.
% Solve for Intersections of Brake Lockup Curves
% function f = brake_lockup(kbf)
global mu L1 L2 L h fr global mu L1 L2 L h fr

L = 279.4; L1 = 127; L2 = L - L1; h = 50.8; % all dimensions in cm agf = (mu*L2/L + kbf*fr)/(kbf-mu*h/L);


agr = (mu*L1/L + (1-kbf)*fr)/(1-kbf+mu*h/L);
fr = 0.015;
f = agf - agr;
% Vary the surface coefficient of friction, mu

kbfo = 0.5; % guess


>> solve_brake_lockup
mu = 0.0;
sprintf('mu vs. kbf')
ans =
for i = 1:4,
mu = mu + 0.2;
mu vs. kbf
kbf = fzero('brake_lockup',kbfo);
disp([mu kbf])
0.2000 0.5845 To assure lockup
end
occurs on front first
0.4000 0.6209
for all of these
0.6000 0.6573 conditions, select
kbf for highest mu
0.8000 0.6936 value.

ME 379M/397 – Prof. R.G. Longoria Department of Mechanical Engineering


Vehicle System Dynamics and Control The University of Texas at Austin

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