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Industry","url":"https://www.academia.edu/Documents/in/Design_of_a_Manual_Scissor_Lift_for_Automotive_Industry"},{"id":8051,"name":"Tire Dynamics","url":"https://www.academia.edu/Documents/in/Tire_Dynamics"}]} ); if ($a.is_logged_in() && $viewedUser.is_current_user()) { $('body').addClass('profile-viewed-by-owner'); } $socialProfiles = []</script><div id="js-react-on-rails-context" style="display:none" data-rails-context="{"inMailer":false,"i18nLocale":"en","i18nDefaultLocale":"en","href":"https://pratt.academia.edu/BrianWiegand","location":"/BrianWiegand","scheme":"https","host":"pratt.academia.edu","port":null,"pathname":"/BrianWiegand","search":null,"httpAcceptLanguage":null,"serverSide":false}"></div> <div class="js-react-on-rails-component" style="display:none" data-component-name="ProfileCheckPaperUpdate" data-props="{}" data-trace="false" data-dom-id="ProfileCheckPaperUpdate-react-component-768736eb-71a1-4d6a-add9-d30da4de660b"></div> <div 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class="documents-container backbone-social-profile-documents" style="width: 100%;"><div class="u-taCenter"></div><div class="profile--tab_content_container js-tab-pane tab-pane active" id="all"><div class="profile--tab_heading_container js-section-heading" data-section="Papers" id="Papers"><h3 class="profile--tab_heading_container">Papers by Brian P Wiegand</h3></div><div class="js-work-strip profile--work_container" data-work-id="124139622"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" rel="nofollow" href="https://www.academia.edu/124139622/Estimation_of_the_Rolling_Resistance_of_Tires"><img alt="Research paper thumbnail of Estimation of the Rolling Resistance of Tires" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" rel="nofollow" href="https://www.academia.edu/124139622/Estimation_of_the_Rolling_Resistance_of_Tires">Estimation of the Rolling Resistance of Tires</a></div><div class="wp-workCard_item"><span>SAE technical paper series</span><span>, Apr 5, 2016</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Evaluation of the performance potential of an automotive conceptual design requires some initial ...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Evaluation of the performance potential of an automotive conceptual design requires some initial quantitative estimate of numerous relevant parameters. Such parameters include the vehicle mass properties, frontal and plan areas, aero drag and lift coefficients, available horsepower and torque, and various tire characteristics such as the rolling resistance... A number of rolling resistance models have been advanced since Robert William Thomson first patented the pneumatic rubber tire in 1845, most of them developed in the twentieth century. Most early models only crudely approximate tire rolling resistance behavior over a limited range of operation, while the latest models overcome those limitations but often at the expense of extreme complexity requiring significant computer resources. No model extant seems well suited to the task of providing a methodology for the estimation of a tire’s rolling resistance that is simple to use yet accurate enough for modern conceptual design evaluation. It is the intent of this paper to suggest a methodology by which this seeming deficiency may be rectified.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="124139622"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="124139622"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 124139622; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=124139622]").text(description); $(".js-view-count[data-work-id=124139622]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 124139622; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='124139622']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 124139622, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=124139622]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":124139622,"title":"Estimation of the Rolling Resistance of Tires","translated_title":"","metadata":{"abstract":"Evaluation of the performance potential of an automotive conceptual design requires some initial quantitative estimate of numerous relevant parameters. 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A" class="work-thumbnail" src="https://attachments.academia-assets.com/96174388/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/93435795/ANCIENT_MASS_PROPERTIES_ENGINEERING_Rev_A">ANCIENT MASS PROPERTIES ENGINEERING, Rev. A</a></div><div class="wp-workCard_item"><span>SAWE Journal "Weight Engineering", Winter 2011-12</span><span>, 2012</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">It seems to be an inherent conceit of the modern era that ancient people weren’t as intelligent a...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">It seems to be an inherent conceit of the modern era that ancient people weren’t as intelligent as people of modern times; ironically this is a conceit born of ignorance and lack of imagination. For instance, the wheel is a simple concept, but to convert that concept to a useful reality, given the resources available in prehistory, would prove daunting to even the most capable people alive today. The wheel, and many other things, was doubtless conceived of by prehistoric man, but to arduously fashion some wheels, an axle, and a chassis from trees with stone tools would have been a grave misallocation of labor; the constant struggle for food, shelter, and the other necessities of survival meant that such advances would have to wait until the prevailing conditions of life became conducive to such development and use. Such conditions would first be attained in what is termed the “Neolithic” period of human development.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="c4f6b6b06d9e906999b8d99f6b818e56" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":96174388,"asset_id":93435795,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/96174388/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="93435795"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="93435795"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 93435795; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=93435795]").text(description); $(".js-view-count[data-work-id=93435795]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 93435795; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='93435795']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 93435795, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "c4f6b6b06d9e906999b8d99f6b818e56" } } $('.js-work-strip[data-work-id=93435795]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":93435795,"title":"ANCIENT MASS PROPERTIES ENGINEERING, Rev. 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A" class="work-thumbnail" src="https://attachments.academia-assets.com/95802370/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/92919762/The_GYRAUTO_1935_Rev_A">The GYRAUTO: 1935, Rev. A</a></div><div class="wp-workCard_item"><span>SAWE Journal "Weight Engineering"</span><span>, 2011</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Previously this author wrote an article about the "Dynosphere" (a.k.a. "Dynasphere") vehicle whic...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Previously this author wrote an article about the "Dynosphere" (a.k.a. "Dynasphere") vehicle which was designed and built by Professor Dr. John Archibald Purves of Taunton, England, circa 1932; that article was published in the Spring 2011 Issue of Weight Engineering. This is a follow-up article about Ernest Fraquelli and his equally outrageous vehicle called the "Gyrauto". The Gyrauto differed from the Dynosphere in that the Dynospere consisted of just one big wheel, while the Gyrauto consisted of two big wheels side-by-side on a common axle-line. The idea behind both of these vehicles seems to have been to achieve unprecedented efficiency by reducing an automobile to its essentials, i.e., just one big wheel. This is not quite as foolish as it seems; much later Jack Northrop was to pursue an aeronautical analogy in that he was to conceive of an aircraft as just one big flying wing, and that dream was eventually realized in the success of the B-2 bomber.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="dede94a288f40ca01f8a42158fe46d88" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":95802370,"asset_id":92919762,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/95802370/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="92919762"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="92919762"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 92919762; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=92919762]").text(description); $(".js-view-count[data-work-id=92919762]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 92919762; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='92919762']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 92919762, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "dede94a288f40ca01f8a42158fe46d88" } } $('.js-work-strip[data-work-id=92919762]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":92919762,"title":"The GYRAUTO: 1935, Rev. 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="73992956"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/73992956/MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_Rev_B"><img alt="Research paper thumbnail of MASS PROPERTIES and AUTOMOTIVE BRAKING, Rev. B" class="work-thumbnail" src="https://attachments.academia-assets.com/82308140/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/73992956/MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_Rev_B">MASS PROPERTIES and AUTOMOTIVE BRAKING, Rev. B</a></div><div class="wp-workCard_item"><span>81st SAWE International Conference on Mass Properties Engineering</span><span>, 2022</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">In 1984, for the 43rd Annual International Conference of the SAWE, this author presented Paper Nu...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">In 1984, for the 43rd Annual International Conference of the SAWE, this author presented Paper Number 1634, “Mass Properties and Automotive Longitudinal Acceleration”. In that paper the effects upon automotive acceleration of varying the relevant mass property parameters were explored by use of a computer simulation. The computer simulation of automotive longitudinal acceleration allowed for the study of each individual parameter because  a simulation allows for the decoupling of the parameters in a way that is not possible physically. The principal mass property parameters involved were the vehicle weight and rotating component inertias, collectively known as the “effective mass”, plus the longitudinal and vertical coordinates of the vehicle center of gravity.<br /><br />However, just as it is important for a vehicle to be able to accelerate, it is perhaps even more important for a vehicle to be able to decelerate. The same mass properties that were relevant to the matter of automotive acceleration are also relevant to the matter of automotive deceleration, a.k.a. braking, although for the braking case that collective of vehicle translational inertia and rotational component inertias known as the “effective mass” requires somewhat different handling. As was the case with automotive acceleration, automotive braking will be explored by use of a computer simulation whereby the effect of variation of each of the mass property parameters can be studied independently. However, this task is considerably easier as the creation of a braking simulation is a minor effort compared to the creation of an acceleration simulation.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="7c324520ed096f10b0a4d0d881b0d896" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":82308140,"asset_id":73992956,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/82308140/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="73992956"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="73992956"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 73992956; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=73992956]").text(description); $(".js-view-count[data-work-id=73992956]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 73992956; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='73992956']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 73992956, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "7c324520ed096f10b0a4d0d881b0d896" } } $('.js-work-strip[data-work-id=73992956]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":73992956,"title":"MASS PROPERTIES and AUTOMOTIVE BRAKING, Rev. 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However, this task is considerably easier as the creation of a braking simulation is a minor effort compared to the creation of an acceleration simulation. \n","publication_date":{"day":null,"month":null,"year":2022,"errors":{}},"publication_name":"81st SAWE International Conference on Mass Properties Engineering"},"translated_abstract":"In 1984, for the 43rd Annual International Conference of the SAWE, this author presented Paper Number 1634, “Mass Properties and Automotive Longitudinal Acceleration”. In that paper the effects upon automotive acceleration of varying the relevant mass property parameters were explored by use of a computer simulation. The computer simulation of automotive longitudinal acceleration allowed for the study of each individual parameter because a simulation allows for the decoupling of the parameters in a way that is not possible physically. The principal mass property parameters involved were the vehicle weight and rotating component inertias, collectively known as the “effective mass”, plus the longitudinal and vertical coordinates of the vehicle center of gravity.\n\nHowever, just as it is important for a vehicle to be able to accelerate, it is perhaps even more important for a vehicle to be able to decelerate. The same mass properties that were relevant to the matter of automotive acceleration are also relevant to the matter of automotive deceleration, a.k.a. braking, although for the braking case that collective of vehicle translational inertia and rotational component inertias known as the “effective mass” requires somewhat different handling. As was the case with automotive acceleration, automotive braking will be explored by use of a computer simulation whereby the effect of variation of each of the mass property parameters can be studied independently. However, this task is considerably easier as the creation of a braking simulation is a minor effort compared to the creation of an acceleration simulation. \n","internal_url":"https://www.academia.edu/73992956/MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_Rev_B","translated_internal_url":"","created_at":"2022-03-18T01:13:06.482-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":82308140,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/82308140/thumbnails/1.jpg","file_name":"MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_3766_Rev_B.pdf","download_url":"https://www.academia.edu/attachments/82308140/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_R.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/82308140/MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_3766_Rev_B-libre.pdf?1647594423=\u0026response-content-disposition=attachment%3B+filename%3DMASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_R.pdf\u0026Expires=1732395242\u0026Signature=RPKCzeDwYqQVp3MLIUXKwx~2Si1nb-Mxawvx6ONwGOkWOp9tTNLlRA2LmHfDkepS1wVjNd5S6aXD9TMby2PF5BiQUCSILo3fA0JAqCvIKG68Z1DQqdKl5gNf3omO4eCwKwR23-dH1uL1x7TA3aZt40wqG4CyObzGC6aXvxwUab9L~8gyahJqtS0NCqCO77eebRxntei2qDfe-1o6svc2WfGjKzTV3NoZv3C~UBkJK8qGjlmu7Joe~-NzeI1jctBJYnKSCEyzXthW0vg~J-5~1AgrP4VsltTUyKfCCa9PCcsd5mGYn1Q~RWZNmFop0ywegZXZgcnOi8xjuJj5ieLBuw__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_Rev_B","translated_slug":"","page_count":63,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":82308140,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/82308140/thumbnails/1.jpg","file_name":"MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_3766_Rev_B.pdf","download_url":"https://www.academia.edu/attachments/82308140/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_R.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/82308140/MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_3766_Rev_B-libre.pdf?1647594423=\u0026response-content-disposition=attachment%3B+filename%3DMASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_R.pdf\u0026Expires=1732395242\u0026Signature=RPKCzeDwYqQVp3MLIUXKwx~2Si1nb-Mxawvx6ONwGOkWOp9tTNLlRA2LmHfDkepS1wVjNd5S6aXD9TMby2PF5BiQUCSILo3fA0JAqCvIKG68Z1DQqdKl5gNf3omO4eCwKwR23-dH1uL1x7TA3aZt40wqG4CyObzGC6aXvxwUab9L~8gyahJqtS0NCqCO77eebRxntei2qDfe-1o6svc2WfGjKzTV3NoZv3C~UBkJK8qGjlmu7Joe~-NzeI1jctBJYnKSCEyzXthW0vg~J-5~1AgrP4VsltTUyKfCCa9PCcsd5mGYn1Q~RWZNmFop0ywegZXZgcnOi8xjuJj5ieLBuw__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":89,"name":"Automotive Systems Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Systems_Engineering"},{"id":9226,"name":"Automotive History","url":"https://www.academia.edu/Documents/in/Automotive_History"},{"id":22920,"name":"Automobile","url":"https://www.academia.edu/Documents/in/Automobile"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":60144,"name":"Automotive","url":"https://www.academia.edu/Documents/in/Automotive"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":129796,"name":"Automotive Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Mechanical_Engineering"},{"id":258385,"name":"Automotive Technology","url":"https://www.academia.edu/Documents/in/Automotive_Technology"},{"id":439338,"name":"Ingenieria Mecanica Automotriz","url":"https://www.academia.edu/Documents/in/Ingenieria_Mecanica_Automotriz"},{"id":491761,"name":"Ingenieria Automotriz","url":"https://www.academia.edu/Documents/in/Ingenieria_Automotriz"},{"id":774576,"name":"Automotive and Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Automotive_and_Mechanical_Engineering"},{"id":852033,"name":"Mass Properties Analysis and Control","url":"https://www.academia.edu/Documents/in/Mass_Properties_Analysis_and_Control"},{"id":907000,"name":"Automotive Mass Properties","url":"https://www.academia.edu/Documents/in/Automotive_Mass_Properties"},{"id":1740623,"name":"Mecanica Automotriz","url":"https://www.academia.edu/Documents/in/Mecanica_Automotriz-1"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="70289193"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/70289193/MASS_PROPERTIES_and_AUTOMOTIVE_VERTICAL_ACCELERATION_Rev_B"><img alt="Research paper thumbnail of MASS PROPERTIES and AUTOMOTIVE VERTICAL ACCELERATION, Rev. B" class="work-thumbnail" src="https://attachments.academia-assets.com/80100420/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/70289193/MASS_PROPERTIES_and_AUTOMOTIVE_VERTICAL_ACCELERATION_Rev_B">MASS PROPERTIES and AUTOMOTIVE VERTICAL ACCELERATION, Rev. B</a></div><div class="wp-workCard_item"><span>70th Annual International Conference of the Society of Allied Weight Engineers, Inc., Houston, TX, 14-19 May 2011</span><span>, 2011</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">The basic intent of this paper is to counter the commonly held simplistic concept of the role mas...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">The basic intent of this paper is to counter the commonly held simplistic concept of the role mass properties play in determining ride and road-contact. For those that have never undertaken any study of the matter, the general presumption seems to be that all that is required to achieve optimum performance is to minimize the weight and to obtain a balanced mass distribution. The reality is that there are many aspects to automotive performance, and what constitutes an optimum mass properties condition is generally a very complex matter which often necessitates difficult compromises. Tailoring some mass property parameters so as to achieve a desirable level of behavior with regard to one performance criterion will often adversely affect other performance criteria. <br /><br />Although this paper is restricted to mass properties issues related to performance resulting from motion in the vertical direction, occasional reference will be made to those mass properties requirements necessitated by performance considerations associated with the longitudinal (acceleration, braking) and lateral (maneuver, roll-over, and directional stability) directions, as revealed in the previous investigations noted earlier. To do otherwise would be to work in a vacuum; the nature of reality tends to be such that all things are ultimately interrelated. To the fullest extent possible, the greater intent herein is to approach reality through the totality of the papers and articles written by this author on the subject of mass properties and automotive performance.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="1b2fab7c7c91f446fedeec893fabc376" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":80100420,"asset_id":70289193,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/80100420/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="70289193"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="70289193"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 70289193; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=70289193]").text(description); $(".js-view-count[data-work-id=70289193]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 70289193; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='70289193']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 70289193, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "1b2fab7c7c91f446fedeec893fabc376" } } $('.js-work-strip[data-work-id=70289193]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":70289193,"title":"MASS PROPERTIES and AUTOMOTIVE VERTICAL ACCELERATION, Rev. 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Tailoring some mass property parameters so as to achieve a desirable level of behavior with regard to one performance criterion will often adversely affect other performance criteria. \n\nAlthough this paper is restricted to mass properties issues related to performance resulting from motion in the vertical direction, occasional reference will be made to those mass properties requirements necessitated by performance considerations associated with the longitudinal (acceleration, braking) and lateral (maneuver, roll-over, and directional stability) directions, as revealed in the previous investigations noted earlier. To do otherwise would be to work in a vacuum; the nature of reality tends to be such that all things are ultimately interrelated. 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The reality is that there are many aspects to automotive performance, and what constitutes an optimum mass properties condition is generally a very complex matter which often necessitates difficult compromises. Tailoring some mass property parameters so as to achieve a desirable level of behavior with regard to one performance criterion will often adversely affect other performance criteria. \n\nAlthough this paper is restricted to mass properties issues related to performance resulting from motion in the vertical direction, occasional reference will be made to those mass properties requirements necessitated by performance considerations associated with the longitudinal (acceleration, braking) and lateral (maneuver, roll-over, and directional stability) directions, as revealed in the previous investigations noted earlier. To do otherwise would be to work in a vacuum; the nature of reality tends to be such that all things are ultimately interrelated. To the fullest extent possible, the greater intent herein is to approach reality through the totality of the papers and articles written by this author on the subject of mass properties and automotive performance. 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thumbnail of MASS PROPERTIES and AUTOMOTIVE LATERAL ACCELERATION, Rev. G" class="work-thumbnail" src="https://attachments.academia-assets.com/77846252/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/66789452/MASS_PROPERTIES_and_AUTOMOTIVE_LATERAL_ACCELERATION_Rev_G">MASS PROPERTIES and AUTOMOTIVE LATERAL ACCELERATION, Rev. G</a></div><div class="wp-workCard_item"><span>70th Annual International Conference of the Society of Allied Weight Engineers, Inc.</span><span>, 2011</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">There are a number of automotive performance aspects which are associated with accelerations in t...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">There are a number of automotive performance aspects which are associated with accelerations in the lateral direction: maneuver (transient and steady state), roll-over, and directional stability. For each of these automotive performance aspects certain mass property parameters play significant roles; it is the intent of this paper to make explicit exactly how those mass property parameters affect each of those automotive performance aspects.<br />With regard to maneuver, the maximum lateral acceleration which can be attained in steady-state turning is an important index of performance and safety. The obtaining of high maximum lateral acceleration levels has inherent vehicle weight and center of gravity (longitudinal, lateral, and vertical) implications. However, before attaining a steady-state condition, a turning maneuver must first go through a transient phase. When the transient phase is included in the full maneuver picture, the previous list of significant vehicle mass properties parameters acquires two more members: the mass moments of inertia about the roll and yaw axes.<br />For modern passenger vehicles, the lateral acceleration point at which roll-over can occur is generally at a level significantly greater than the maximum lateral acceleration. That is, a modern car will tend to slide out of control long before there is a possibility of overturn. Accidents involving rollover generally occur because the vehicle was “flipped” by obstacles in the roadway, not because the vehicle traction was great enough to reach the critical lateral acceleration level. However, the level at which rollover could occur is still an important index of safety, and the most significant mass property for the determination of that level is the vertical center of gravity.<br />Lastly, there is the matter of directional stability, which has to do with the lateral tire traction force balance front-to-rear, and the front-to-rear “drift angle” relationship of the vehicle tires due to those forces. The lateral force/drift angle relationship is dependent upon normal load, so the most significant mass properties with regard to directional stability are the vehicle weight and static longitudinal and lateral weight distribution.<br />However, the static normal loads are dynamically modified in response to lateral directional “disturbance” forces. Such disturbances generate initial lateral inertial reactions at the vehicle c.g.; the consequent roll moment not only causes lateral changes in the normal load distribution, but also longitudinal changes due to the front-to-rear suspension roll resistance balance. Such changes readjust the initial lateral force/drift angle relationship front-to-rear, and thereby affect the lateral inertial reaction. If this reaction augments the effect of the original disturbance, then the vehicle is termed unstable or “oversteering”; if the reaction is such as to diminish the effect of the original disturbance, then the vehicle is termed stable or “understeering”. Therefore, for directional stability, the primary mass property parameters are the vehicle weight, and total weight distribution (longitudinal, lateral, and vertical).</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="2c01b8691adfe04b55d9990aa69e8e83" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":77846252,"asset_id":66789452,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/77846252/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="66789452"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="66789452"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 66789452; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=66789452]").text(description); $(".js-view-count[data-work-id=66789452]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 66789452; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='66789452']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 66789452, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "2c01b8691adfe04b55d9990aa69e8e83" } } $('.js-work-strip[data-work-id=66789452]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":66789452,"title":"MASS PROPERTIES and AUTOMOTIVE LATERAL ACCELERATION, Rev. 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When the transient phase is included in the full maneuver picture, the previous list of significant vehicle mass properties parameters acquires two more members: the mass moments of inertia about the roll and yaw axes.\nFor modern passenger vehicles, the lateral acceleration point at which roll-over can occur is generally at a level significantly greater than the maximum lateral acceleration. That is, a modern car will tend to slide out of control long before there is a possibility of overturn. Accidents involving rollover generally occur because the vehicle was “flipped” by obstacles in the roadway, not because the vehicle traction was great enough to reach the critical lateral acceleration level. However, the level at which rollover could occur is still an important index of safety, and the most significant mass property for the determination of that level is the vertical center of gravity.\nLastly, there is the matter of directional stability, which has to do with the lateral tire traction force balance front-to-rear, and the front-to-rear “drift angle” relationship of the vehicle tires due to those forces. The lateral force/drift angle relationship is dependent upon normal load, so the most significant mass properties with regard to directional stability are the vehicle weight and static longitudinal and lateral weight distribution.\nHowever, the static normal loads are dynamically modified in response to lateral directional “disturbance” forces. Such disturbances generate initial lateral inertial reactions at the vehicle c.g.; the consequent roll moment not only causes lateral changes in the normal load distribution, but also longitudinal changes due to the front-to-rear suspension roll resistance balance. Such changes readjust the initial lateral force/drift angle relationship front-to-rear, and thereby affect the lateral inertial reaction. If this reaction augments the effect of the original disturbance, then the vehicle is termed unstable or “oversteering”; if the reaction is such as to diminish the effect of the original disturbance, then the vehicle is termed stable or “understeering”. Therefore, for directional stability, the primary mass property parameters are the vehicle weight, and total weight distribution (longitudinal, lateral, and vertical).","publication_date":{"day":null,"month":null,"year":2011,"errors":{}},"publication_name":"70th Annual International Conference of the Society of Allied Weight Engineers, Inc."},"translated_abstract":"There are a number of automotive performance aspects which are associated with accelerations in the lateral direction: maneuver (transient and steady state), roll-over, and directional stability. For each of these automotive performance aspects certain mass property parameters play significant roles; it is the intent of this paper to make explicit exactly how those mass property parameters affect each of those automotive performance aspects.\nWith regard to maneuver, the maximum lateral acceleration which can be attained in steady-state turning is an important index of performance and safety. The obtaining of high maximum lateral acceleration levels has inherent vehicle weight and center of gravity (longitudinal, lateral, and vertical) implications. However, before attaining a steady-state condition, a turning maneuver must first go through a transient phase. When the transient phase is included in the full maneuver picture, the previous list of significant vehicle mass properties parameters acquires two more members: the mass moments of inertia about the roll and yaw axes.\nFor modern passenger vehicles, the lateral acceleration point at which roll-over can occur is generally at a level significantly greater than the maximum lateral acceleration. That is, a modern car will tend to slide out of control long before there is a possibility of overturn. Accidents involving rollover generally occur because the vehicle was “flipped” by obstacles in the roadway, not because the vehicle traction was great enough to reach the critical lateral acceleration level. However, the level at which rollover could occur is still an important index of safety, and the most significant mass property for the determination of that level is the vertical center of gravity.\nLastly, there is the matter of directional stability, which has to do with the lateral tire traction force balance front-to-rear, and the front-to-rear “drift angle” relationship of the vehicle tires due to those forces. The lateral force/drift angle relationship is dependent upon normal load, so the most significant mass properties with regard to directional stability are the vehicle weight and static longitudinal and lateral weight distribution.\nHowever, the static normal loads are dynamically modified in response to lateral directional “disturbance” forces. Such disturbances generate initial lateral inertial reactions at the vehicle c.g.; the consequent roll moment not only causes lateral changes in the normal load distribution, but also longitudinal changes due to the front-to-rear suspension roll resistance balance. Such changes readjust the initial lateral force/drift angle relationship front-to-rear, and thereby affect the lateral inertial reaction. If this reaction augments the effect of the original disturbance, then the vehicle is termed unstable or “oversteering”; if the reaction is such as to diminish the effect of the original disturbance, then the vehicle is termed stable or “understeering”. 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G" class="work-thumbnail" src="https://attachments.academia-assets.com/77844946/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/66787650/MASS_PROPERTIES_and_ADVANCED_AUTOMOTIVE_DESIGN_Rev_G">MASS PROPERTIES and ADVANCED AUTOMOTIVE DESIGN, Rev. G</a></div><div class="wp-workCard_item"><span>74th SAWE International Conference on Mass Properties Engineering</span><span>, 2015</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">The intent of this paper, again revised (Rev. G), is to show that a vehicle designed in true acco...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">The intent of this paper, again revised (Rev. G), is to show that a vehicle designed in true accordance with the balanced viewpoint of a professional mass properties engineer may not only demonstrate superior acceleration, braking, and handling, but superior ride, stability, fuel economy, and safety as well. If a design begins with the first principles of how mass properties affect automotive performance in all its aspects , and is optimized accordingly in an integrated manner, then the resulting advanced automotive design may truly “go where none have gone before”.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="a4ef05d8fb07d6b1637f69f5905023e3" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":77844946,"asset_id":66787650,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/77844946/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="66787650"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="66787650"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 66787650; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=66787650]").text(description); $(".js-view-count[data-work-id=66787650]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 66787650; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='66787650']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 66787650, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "a4ef05d8fb07d6b1637f69f5905023e3" } } $('.js-work-strip[data-work-id=66787650]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":66787650,"title":"MASS PROPERTIES and ADVANCED AUTOMOTIVE DESIGN, Rev. 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A" class="work-thumbnail" src="https://attachments.academia-assets.com/77843709/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/66786020/COLIN_CHAPMAN_and_MASS_PROPERTIES_Rev_A">COLIN CHAPMAN and MASS PROPERTIES, Rev. A</a></div><div class="wp-workCard_item"><span>74th SAWE International Conference On Mass Properties Engineering</span><span>, 2015</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">As a small start-up company competing against long established automotive concerns such as Ferrar...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">As a small start-up company competing against long established automotive concerns such as Ferrari, Colin Chapman’s Lotus Engineering Company did not have the capability to gain advantage through advanced engine design, or even via the design of most of the other major mechanical systems. Most such components were commercially sourced, and so the only way a decisive advantage could be obtained was through an uncompromising emphasis on gaining performance “edges” from the remaining design elements of structure, body, and suspension. Because the automotive performance aspects of acceleration, braking, and handling are so dependent on various vehicle mass properties the optimization of those mass properties became the “Holy Grail” of Lotus design as directed by Colin Chapman.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="4a12c2c36cec8b91d393707048e1837b" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":77843709,"asset_id":66786020,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/77843709/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="66786020"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="66786020"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 66786020; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=66786020]").text(description); $(".js-view-count[data-work-id=66786020]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 66786020; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='66786020']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 66786020, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "4a12c2c36cec8b91d393707048e1837b" } } $('.js-work-strip[data-work-id=66786020]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":66786020,"title":"COLIN CHAPMAN and MASS PROPERTIES, Rev. 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</script> <div class="js-work-strip profile--work_container" data-work-id="63295573"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/63295573/MASS_PROPERTIES_and_AUTOMOTIVE_DIRECTIONAL_STABILITY_Rev_B"><img alt="Research paper thumbnail of MASS PROPERTIES and AUTOMOTIVE DIRECTIONAL STABILITY, Rev. B" class="work-thumbnail" src="https://attachments.academia-assets.com/75771686/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/63295573/MASS_PROPERTIES_and_AUTOMOTIVE_DIRECTIONAL_STABILITY_Rev_B">MASS PROPERTIES and AUTOMOTIVE DIRECTIONAL STABILITY, Rev. B</a></div><div class="wp-workCard_item"><span>80th SAWE International Conference</span><span>, 2021</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated"> The quantification of automotive directional stability may be expressed through various stabil...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">The quantification of automotive directional stability may be expressed through various stability metrics, but perhaps the most basic of these automotive stability metrics is the “Understeer Gradient” (Kus). The Understeer Gradient (in degrees or radians per unit gravity) appears extremely uncomplicated when viewed in its most common formulation:<br /><br />                                                          Kus = [Wf / (g Csf)] - [Wr / (g Csr)]<br /><br /> This metric appears to depend only on the front and rear axle weight loads (Wf, Wr), and on the front and rear axle cornering stiffnesses (Csf, Csr). However, those last quantities vary with lateral acceleration, and the nature of that variation is dependent upon many other parameters of which some of the most basic are: Total Weight, Sprung Weight, Unsprung Weight, Forward Unsprung Weight, Rear Unsprung Weight, Total Weight LCG, Sprung Weight LCG, Total Weight VCG, Sprung Weight VCG, Track, Front Track, Rear Track, Roll Stiffness, Front Roll Stiffness, Rear Roll Stiffness, Roll Axis Height, Front Roll Center Height, and Rear Roll Center Height. Note that exactly half of these automotive directional stability parameters as listed herein are mass properties.<br /><br /> The purpose of this paper is to explore, through a skidpad simulation, the relative sensitivity of automotive directional stability (as quantified through the Understeer Gradient) to variation in each of the noted vehicle parameters, with special emphasis on the mass property parameters.<br /><br /> The simulation is constructed in a spreadsheet format from the relevant basic automotive dynamics equations; the normal and lateral loads on the tires are determined as the lateral acceleration is increased incrementally by a small amount (thereby maintaining a “quasi-static” or “steady-state” condition). The normal loads are used for the calculation of the lateral traction force potentials at each tire, with the required (centripetal) lateral traction forces apportioned accordingly. From those required (actual) lateral tire forces the corresponding tire cornering stiffnesses are determined; this determination is based upon a tire model developed through a regression analysis of tire test data. <br /><br /> This construction of a fairly comprehensive lateral acceleration simulation from basic automotive dynamic relationships, instead of depending upon commercial automotive software such as “CarSim” (vehicle model) and Pacjeka “Magic Formula” (tire model), constitutes a unique aspect of this paper; this return to basics hopefully provides a clearer view and understanding of the results than would be the case otherwise. Even more unique is this paper’s emphasis on, and exploration of, the role specific mass property parameters play in determining automotive directional stability.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="a186575ca8c9c21e481cebe049ddda38" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":75771686,"asset_id":63295573,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/75771686/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="63295573"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="63295573"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 63295573; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=63295573]").text(description); $(".js-view-count[data-work-id=63295573]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 63295573; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='63295573']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 63295573, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "a186575ca8c9c21e481cebe049ddda38" } } $('.js-work-strip[data-work-id=63295573]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":63295573,"title":"MASS PROPERTIES and AUTOMOTIVE DIRECTIONAL STABILITY, Rev. 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However, those last quantities vary with lateral acceleration, and the nature of that variation is dependent upon many other parameters of which some of the most basic are: Total Weight, Sprung Weight, Unsprung Weight, Forward Unsprung Weight, Rear Unsprung Weight, Total Weight LCG, Sprung Weight LCG, Total Weight VCG, Sprung Weight VCG, Track, Front Track, Rear Track, Roll Stiffness, Front Roll Stiffness, Rear Roll Stiffness, Roll Axis Height, Front Roll Center Height, and Rear Roll Center Height. Note that exactly half of these automotive directional stability parameters as listed herein are mass properties.\n\n\tThe purpose of this paper is to explore, through a skidpad simulation, the relative sensitivity of automotive directional stability (as quantified through the Understeer Gradient) to variation in each of the noted vehicle parameters, with special emphasis on the mass property parameters.\n\n\tThe simulation is constructed in a spreadsheet format from the relevant basic automotive dynamics equations; the normal and lateral loads on the tires are determined as the lateral acceleration is increased incrementally by a small amount (thereby maintaining a “quasi-static” or “steady-state” condition). The normal loads are used for the calculation of the lateral traction force potentials at each tire, with the required (centripetal) lateral traction forces apportioned accordingly. From those required (actual) lateral tire forces the corresponding tire cornering stiffnesses are determined; this determination is based upon a tire model developed through a regression analysis of tire test data. \n\n\tThis construction of a fairly comprehensive lateral acceleration simulation from basic automotive dynamic relationships, instead of depending upon commercial automotive software such as “CarSim” (vehicle model) and Pacjeka “Magic Formula” (tire model), constitutes a unique aspect of this paper; this return to basics hopefully provides a clearer view and understanding of the results than would be the case otherwise. Even more unique is this paper’s emphasis on, and exploration of, the role specific mass property parameters play in determining automotive directional stability.\n","more_info":"This paper was originally intended for presentation at the 80th SAWE International Conference at Cocoa Beach FL on October 2-6, 2021. 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However, those last quantities vary with lateral acceleration, and the nature of that variation is dependent upon many other parameters of which some of the most basic are: Total Weight, Sprung Weight, Unsprung Weight, Forward Unsprung Weight, Rear Unsprung Weight, Total Weight LCG, Sprung Weight LCG, Total Weight VCG, Sprung Weight VCG, Track, Front Track, Rear Track, Roll Stiffness, Front Roll Stiffness, Rear Roll Stiffness, Roll Axis Height, Front Roll Center Height, and Rear Roll Center Height. Note that exactly half of these automotive directional stability parameters as listed herein are mass properties.\n\n\tThe purpose of this paper is to explore, through a skidpad simulation, the relative sensitivity of automotive directional stability (as quantified through the Understeer Gradient) to variation in each of the noted vehicle parameters, with special emphasis on the mass property parameters.\n\n\tThe simulation is constructed in a spreadsheet format from the relevant basic automotive dynamics equations; the normal and lateral loads on the tires are determined as the lateral acceleration is increased incrementally by a small amount (thereby maintaining a “quasi-static” or “steady-state” condition). The normal loads are used for the calculation of the lateral traction force potentials at each tire, with the required (centripetal) lateral traction forces apportioned accordingly. 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Even more unique is this paper’s emphasis on, and exploration of, the role specific mass property parameters play in determining automotive directional 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data-click-track="profile-work-strip-title" href="https://www.academia.edu/45001586/The_WEIGHT_and_CG_IMPLICATIONS_of_OBTAINING_MAXIMUM_LATERAL_ACCELERATION_LEVELS">The WEIGHT and CG IMPLICATIONS of OBTAINING MAXIMUM LATERAL ACCELERATION LEVELS</a></div><div class="wp-workCard_item"><span>SAWE Journal "Weight Engineering"</span><span>, 1982</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">This article was originally published in the Winter 1982/83 Issue of the Society of Allied Weight...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">This article was originally published in the Winter 1982/83 Issue of the Society of Allied Weight Engineers (SAWE) Journal, pp. 10 to 15, copyright Brian Paul Wiegand/SAWE. It was the precursor to the SAWE Paper #3528, “Mass Properties and Automotive Lateral Acceleration”, presented in 2011 for the 70th Annual International Conference of the SAWE at Houston Tx. It was also the seed for what ultimately sprouted into the SAWE seminar “Automotive Lateral Dynamics and Mass Properties” given initially at the 2017 SAWE Regional Conference (Irving, Tx), and then again at the 2019 SAWE International Conference (Norfolk, Va).<br />The maximum lateral acceleration level which an automobile can attain in turning is an important index of performance and safety. The obtaining of high maximum acceleration levels has certain inherent weight and center of gravity implications of great significance for the automotive design engineer. The purpose of this article is to examine the physics of automotive turning maneuvers so as to make those weight and c.g. implications explicit.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="2bf6ab585be63a5069d06a38fe766d28" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":65545496,"asset_id":45001586,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/65545496/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="45001586"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="45001586"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 45001586; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=45001586]").text(description); $(".js-view-count[data-work-id=45001586]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 45001586; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='45001586']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 45001586, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "2bf6ab585be63a5069d06a38fe766d28" } } $('.js-work-strip[data-work-id=45001586]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":45001586,"title":"The WEIGHT and CG IMPLICATIONS of OBTAINING MAXIMUM LATERAL ACCELERATION LEVELS","translated_title":"","metadata":{"abstract":"This article was originally published in the Winter 1982/83 Issue of the Society of Allied Weight Engineers (SAWE) Journal, pp. 10 to 15, copyright Brian Paul Wiegand/SAWE. 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D" class="work-thumbnail" src="https://attachments.academia-assets.com/55578070/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/35705956/NOTES_on_TIRE_BEHAVIOR_Rev_D">NOTES on TIRE BEHAVIOR, Rev. D</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">The primary forces which determine the dynamic behavior of aircraft are aerodynamic forces genera...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">The primary forces which determine the dynamic behavior of aircraft are aerodynamic forces generated by pressure differentials acting over the aerosurface areas. In contrast, the primary forces which determine the dynamic behavior of automobiles are friction forces generated by contact pressure acting over the tire-to-road contact areas.<br />It is the tires that transmit the forces that accelerate, decelerate, and maneuver the automotive road vehicle. It is the tires that play a major role in isolating the vehicle, its cargo and passengers, from the shock and vibration effects of road surface irregularities. Last, but not least, the tires play an absolutely critical role in providing vehicle directional stability. What tires do is necessary and very complex, so much so that in nearly 125 years of development no adequate substitute has been found for the pneumatic-elastic rubber and cord structure known as the tire. The tire has prevailed over all those years, undergoing innumerable improvements and refinements, despite still not being fully understood in its mechanisms and behavior.<br />This document attempts to fully explain and understand tire mechanisms and behavior, and is an excerpt from a larger work entitled "Mass Properties and Advanced Automotive Design"  presented at the 74th Annual International Conference of the Society of Allied Weight Engineers Inc. in May 2015. That paper, and this excerpt, have undergone considerable revision since then in an ongoing attempt to eliminate all spelling, grammatical, typographical, and other errors.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="431a997538e4b1ede2183858018f538c" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":55578070,"asset_id":35705956,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/55578070/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="35705956"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="35705956"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 35705956; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=35705956]").text(description); $(".js-view-count[data-work-id=35705956]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 35705956; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='35705956']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 35705956, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "431a997538e4b1ede2183858018f538c" } } $('.js-work-strip[data-work-id=35705956]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":35705956,"title":"NOTES on TIRE BEHAVIOR, Rev. D","translated_title":"","metadata":{"abstract":"The primary forces which determine the dynamic behavior of aircraft are aerodynamic forces generated by pressure differentials acting over the aerosurface areas. In contrast, the primary forces which determine the dynamic behavior of automobiles are friction forces generated by contact pressure acting over the tire-to-road contact areas.\nIt is the tires that transmit the forces that accelerate, decelerate, and maneuver the automotive road vehicle. It is the tires that play a major role in isolating the vehicle, its cargo and passengers, from the shock and vibration effects of road surface irregularities. Last, but not least, the tires play an absolutely critical role in providing vehicle directional stability. What tires do is necessary and very complex, so much so that in nearly 125 years of development no adequate substitute has been found for the pneumatic-elastic rubber and cord structure known as the tire. The tire has prevailed over all those years, undergoing innumerable improvements and refinements, despite still not being fully understood in its mechanisms and behavior.\nThis document attempts to fully explain and understand tire mechanisms and behavior, and is an excerpt from a larger work entitled \"Mass Properties and Advanced Automotive Design\" presented at the 74th Annual International Conference of the Society of Allied Weight Engineers Inc. in May 2015. That paper, and this excerpt, have undergone considerable revision since then in an ongoing attempt to eliminate all spelling, grammatical, typographical, and other errors. \n\n"},"translated_abstract":"The primary forces which determine the dynamic behavior of aircraft are aerodynamic forces generated by pressure differentials acting over the aerosurface areas. In contrast, the primary forces which determine the dynamic behavior of automobiles are friction forces generated by contact pressure acting over the tire-to-road contact areas.\nIt is the tires that transmit the forces that accelerate, decelerate, and maneuver the automotive road vehicle. It is the tires that play a major role in isolating the vehicle, its cargo and passengers, from the shock and vibration effects of road surface irregularities. Last, but not least, the tires play an absolutely critical role in providing vehicle directional stability. What tires do is necessary and very complex, so much so that in nearly 125 years of development no adequate substitute has been found for the pneumatic-elastic rubber and cord structure known as the tire. The tire has prevailed over all those years, undergoing innumerable improvements and refinements, despite still not being fully understood in its mechanisms and behavior.\nThis document attempts to fully explain and understand tire mechanisms and behavior, and is an excerpt from a larger work entitled \"Mass Properties and Advanced Automotive Design\" presented at the 74th Annual International Conference of the Society of Allied Weight Engineers Inc. in May 2015. That paper, and this excerpt, have undergone considerable revision since then in an ongoing attempt to eliminate all spelling, grammatical, typographical, and other errors. \n\n","internal_url":"https://www.academia.edu/35705956/NOTES_on_TIRE_BEHAVIOR_Rev_D","translated_internal_url":"","created_at":"2018-01-18T18:09:47.285-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":55578070,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/55578070/thumbnails/1.jpg","file_name":"NOTES_on_TIRE_BEHAVIOR_Rev_D.pdf","download_url":"https://www.academia.edu/attachments/55578070/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"NOTES_on_TIRE_BEHAVIOR_Rev_D.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/55578070/NOTES_on_TIRE_BEHAVIOR_Rev_D-libre.pdf?1516328253=\u0026response-content-disposition=attachment%3B+filename%3DNOTES_on_TIRE_BEHAVIOR_Rev_D.pdf\u0026Expires=1732395242\u0026Signature=blPYcRtBKp3xiZToH3AZ3c6nMcGeuS2BdpcUZGwHHfNl0mDE-Wg4xnDuiueBiycWt0XggthSxjuFPSgpCXnEC89gusVKhljtcsTa6hGGHNtnMlVrqgswx4knB6K5NMTJohwpzthwWwhnpGhSZ3NOEfSR-UtMDbUgmyqTXoTj3MZI7R3snLrkZRzugA9yvC6VN~UjDguZP8qknL99-U0TMzbJonHBhVZRVtNj65LtHDIptrvvf5ezqA2BA7E8czTdp~66eeC~xTFsg1atA12gYIWDREc7Ax3b5c23O8Q3wVHzBy11NCIDwASKsBrcA2gDnLquK1yJMbxV1Yk8sakQrw__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"NOTES_on_TIRE_BEHAVIOR_Rev_D","translated_slug":"","page_count":69,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":55578070,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/55578070/thumbnails/1.jpg","file_name":"NOTES_on_TIRE_BEHAVIOR_Rev_D.pdf","download_url":"https://www.academia.edu/attachments/55578070/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"NOTES_on_TIRE_BEHAVIOR_Rev_D.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/55578070/NOTES_on_TIRE_BEHAVIOR_Rev_D-libre.pdf?1516328253=\u0026response-content-disposition=attachment%3B+filename%3DNOTES_on_TIRE_BEHAVIOR_Rev_D.pdf\u0026Expires=1732395242\u0026Signature=blPYcRtBKp3xiZToH3AZ3c6nMcGeuS2BdpcUZGwHHfNl0mDE-Wg4xnDuiueBiycWt0XggthSxjuFPSgpCXnEC89gusVKhljtcsTa6hGGHNtnMlVrqgswx4knB6K5NMTJohwpzthwWwhnpGhSZ3NOEfSR-UtMDbUgmyqTXoTj3MZI7R3snLrkZRzugA9yvC6VN~UjDguZP8qknL99-U0TMzbJonHBhVZRVtNj65LtHDIptrvvf5ezqA2BA7E8czTdp~66eeC~xTFsg1atA12gYIWDREc7Ax3b5c23O8Q3wVHzBy11NCIDwASKsBrcA2gDnLquK1yJMbxV1Yk8sakQrw__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":45666,"name":"Automobiles","url":"https://www.academia.edu/Documents/in/Automobiles"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":118287,"name":"Automobile Engineering","url":"https://www.academia.edu/Documents/in/Automobile_Engineering"},{"id":258385,"name":"Automotive Technology","url":"https://www.academia.edu/Documents/in/Automotive_Technology"},{"id":317650,"name":"Automobile Design","url":"https://www.academia.edu/Documents/in/Automobile_Design"},{"id":1400541,"name":"Automotive Acceleration","url":"https://www.academia.edu/Documents/in/Automotive_Acceleration"},{"id":1804058,"name":"Mechanics of Tires","url":"https://www.academia.edu/Documents/in/Mechanics_of_Tires"},{"id":2466697,"name":"Rubber tires","url":"https://www.academia.edu/Documents/in/Rubber_tires"},{"id":2786645,"name":"automotive lateral acceleration","url":"https://www.academia.edu/Documents/in/automotive_lateral_acceleration"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="15181298"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/15181298/ESTIMATION_of_the_ROLLING_RESISTANCE_of_TIRES"><img alt="Research paper thumbnail of ESTIMATION of the ROLLING RESISTANCE of TIRES" class="work-thumbnail" src="https://attachments.academia-assets.com/38572291/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/15181298/ESTIMATION_of_the_ROLLING_RESISTANCE_of_TIRES">ESTIMATION of the ROLLING RESISTANCE of TIRES</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Evaluation of the performance potential of an automotive conceptual design requires some initial ...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Evaluation of the performance potential of an automotive conceptual design requires some initial quantitative estimate of numerous relevant parameters. Such parameters include the vehicle mass properties, frontal and plan areas, aero drag and lift coefficients, available horsepower and torque, and various tire characteristics such as the rolling resistance...<br />A number of rolling resistance models have been advanced since Robert William Thomson first patented the pneumatic rubber tire in 1845, most of them developed in the twentieth century. Most early models only crudely approximate tire rolling resistance behavior over a limited range of operation, while the latest models overcome those limitations but often at the expense of extreme complexity requiring significant computer resources. No model extant seems well suited to the task of providing a methodology for the estimation of a tire’s rolling resistance that is simple to use yet accurate enough for modern conceptual design evaluation.<br /> It is the intent of this paper to suggest a methodology by which this seeming deficiency may be rectified.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="d6bb74fc9f5bfa2bfc75d7fbd1352e82" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":38572291,"asset_id":15181298,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/38572291/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="15181298"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="15181298"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 15181298; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=15181298]").text(description); $(".js-view-count[data-work-id=15181298]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 15181298; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='15181298']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 15181298, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "d6bb74fc9f5bfa2bfc75d7fbd1352e82" } } $('.js-work-strip[data-work-id=15181298]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":15181298,"title":"ESTIMATION of the ROLLING RESISTANCE of TIRES","translated_title":"","metadata":{"abstract":"Evaluation of the performance potential of an automotive conceptual design requires some initial quantitative estimate of numerous relevant parameters. Such parameters include the vehicle mass properties, frontal and plan areas, aero drag and lift coefficients, available horsepower and torque, and various tire characteristics such as the rolling resistance...\nA number of rolling resistance models have been advanced since Robert William Thomson first patented the pneumatic rubber tire in 1845, most of them developed in the twentieth century. Most early models only crudely approximate tire rolling resistance behavior over a limited range of operation, while the latest models overcome those limitations but often at the expense of extreme complexity requiring significant computer resources. No model extant seems well suited to the task of providing a methodology for the estimation of a tire’s rolling resistance that is simple to use yet accurate enough for modern conceptual design evaluation.\n It is the intent of this paper to suggest a methodology by which this seeming deficiency may be rectified.\n"},"translated_abstract":"Evaluation of the performance potential of an automotive conceptual design requires some initial quantitative estimate of numerous relevant parameters. Such parameters include the vehicle mass properties, frontal and plan areas, aero drag and lift coefficients, available horsepower and torque, and various tire characteristics such as the rolling resistance...\nA number of rolling resistance models have been advanced since Robert William Thomson first patented the pneumatic rubber tire in 1845, most of them developed in the twentieth century. Most early models only crudely approximate tire rolling resistance behavior over a limited range of operation, while the latest models overcome those limitations but often at the expense of extreme complexity requiring significant computer resources. No model extant seems well suited to the task of providing a methodology for the estimation of a tire’s rolling resistance that is simple to use yet accurate enough for modern conceptual design evaluation.\n It is the intent of this paper to suggest a methodology by which this seeming deficiency may be rectified.\n","internal_url":"https://www.academia.edu/15181298/ESTIMATION_of_the_ROLLING_RESISTANCE_of_TIRES","translated_internal_url":"","created_at":"2015-08-25T20:16:41.635-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":38572291,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/38572291/thumbnails/1.jpg","file_name":"SAE_ROLLING_RESISTANCE_PAPER_NUMBER_TBD.pdf","download_url":"https://www.academia.edu/attachments/38572291/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"ESTIMATION_of_the_ROLLING_RESISTANCE_of.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/38572291/SAE_ROLLING_RESISTANCE_PAPER_NUMBER_TBD-libre.pdf?1440558581=\u0026response-content-disposition=attachment%3B+filename%3DESTIMATION_of_the_ROLLING_RESISTANCE_of.pdf\u0026Expires=1732417189\u0026Signature=b1PLg1oRCuHzdfSvogEQpwWbf51ddLuQPFcvHlS23TKqTzzw~E9Wm0M5n6e-YTystPFSOhvPGlEQgsFOJwdpHHCv6wehxv1g1JdQzILwHsoWrP4LifBIP~TQEUhxdIzp48B6~xUX91SMyW10oLOym9mYberr70yN32DTe3xAMk21JQLeKJ~9ypY6qX8BB8JSQzCWscLf-DuL0mN7gHQAtid7765YLDXXSzGWPGjRh4ftjPagUCjDJDSAlFit~M0trMKGgDWY~1oo4~QdS9i43gQFxCXxaOnIvTFH~fjYP3ztZEhXCH-nwcMfJNlEVgcLRPR4tYqQTaUsRhohbyc3IQ__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"ESTIMATION_of_the_ROLLING_RESISTANCE_of_TIRES","translated_slug":"","page_count":8,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":38572291,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/38572291/thumbnails/1.jpg","file_name":"SAE_ROLLING_RESISTANCE_PAPER_NUMBER_TBD.pdf","download_url":"https://www.academia.edu/attachments/38572291/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"ESTIMATION_of_the_ROLLING_RESISTANCE_of.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/38572291/SAE_ROLLING_RESISTANCE_PAPER_NUMBER_TBD-libre.pdf?1440558581=\u0026response-content-disposition=attachment%3B+filename%3DESTIMATION_of_the_ROLLING_RESISTANCE_of.pdf\u0026Expires=1732417189\u0026Signature=b1PLg1oRCuHzdfSvogEQpwWbf51ddLuQPFcvHlS23TKqTzzw~E9Wm0M5n6e-YTystPFSOhvPGlEQgsFOJwdpHHCv6wehxv1g1JdQzILwHsoWrP4LifBIP~TQEUhxdIzp48B6~xUX91SMyW10oLOym9mYberr70yN32DTe3xAMk21JQLeKJ~9ypY6qX8BB8JSQzCWscLf-DuL0mN7gHQAtid7765YLDXXSzGWPGjRh4ftjPagUCjDJDSAlFit~M0trMKGgDWY~1oo4~QdS9i43gQFxCXxaOnIvTFH~fjYP3ztZEhXCH-nwcMfJNlEVgcLRPR4tYqQTaUsRhohbyc3IQ__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":60,"name":"Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Mechanical_Engineering"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":199365,"name":"Tires","url":"https://www.academia.edu/Documents/in/Tires"},{"id":258385,"name":"Automotive Technology","url":"https://www.academia.edu/Documents/in/Automotive_Technology"},{"id":785073,"name":"Automotive Suspension Design","url":"https://www.academia.edu/Documents/in/Automotive_Suspension_Design"},{"id":852034,"name":"Automotive Dynamics","url":"https://www.academia.edu/Documents/in/Automotive_Dynamics"},{"id":1222521,"name":"Rolling Resistance, Fuel Economy, Non-Pneumatic Tires","url":"https://www.academia.edu/Documents/in/Rolling_Resistance_Fuel_Economy_Non-Pneumatic_Tires"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="12214866"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/12214866/MASS_PROPERTIES_and_AUTOMOTIVE_CRASH_SURVIVAL"><img alt="Research paper thumbnail of MASS PROPERTIES and AUTOMOTIVE CRASH SURVIVAL" class="work-thumbnail" src="https://attachments.academia-assets.com/37492874/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/12214866/MASS_PROPERTIES_and_AUTOMOTIVE_CRASH_SURVIVAL">MASS PROPERTIES and AUTOMOTIVE CRASH SURVIVAL</a></div><div class="wp-workCard_item"><span>74th SAWE International Conference, Alexandria VA, 18 May 2015 </span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Problems in dynamics may be solved by any one or more of three basic methods: force and accelerat...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Problems in dynamics may be solved by any one or more of three basic methods: force and acceleration (F=m a), work and kinetic energy (Fd=½ mV^2), impulse and momentum (〖Imp〗_(1→2)=mV_2-mV_1); these are just different ways of looking at a common underlying reality . The method(s) used to investigate a particular dynamics problem depends upon the specific nature of the problem. Problems involving that most severe form of automotive longitudinal deceleration, crashing, are no exception. <br />Even at the most elementary level, as represented by the previous equations, the unifying role of mass properties is evident. Notable in the basic formulae of all three methods for the solution of problems in dynamics is the common parameter “m” (mass). However, this represents just the “tip of the iceberg”; at the detailed level representative of actual engineering problems the full role played by mass properties is often revealed to be far more complicated than that indicated by such simple basic equations. <br />  For instance, an automobile traveling at a particular velocity will possess a certain amount of kinetic energy which must be dissipated for the vehicle to come to a stop. The dissipation can be controlled and orderly as in the case of braking a car to a stop at an intersection, or it can be somewhat more violent as in the case of a collision with a concrete abutment. In both cases the outcome is directly dependent upon the magnitude of the kinetic energy involved. Initially the mass properties involvement seems to be very simple: the kinetic energy of any body of mass “m” moving at a velocity “V” is expressible as “½ mV^2”; to come to a stop that energy must be dissipated through the work done by a deceleration force “F” times the distance “d” traveled during the deceleration. <br />However, the kinetic energy possessed by an automobile is much more than would be indicated by a simple determination of its mass “m” from its weight (“m= W/g”). Many components of an automobile possess not only translational kinetic energy, but rotational as well. Thus the simple mass “m” is not the appropriate value needed for kinetic energy determination; there is a greater value “me”, termed the “effective mass”. The calculation of “me” involves the rotational inertia of such components as the wheels, tires, brakes, shafts, bearings, etc. <br />Thus not only the mass of the automobile as a whole, but that of various components, come into play when calculating the amount of kinetic energy which, in turn, determines the magnitude of the deceleration forces required to affect a complete stop in a certain distance. When the deceleration is a matter of braking, certain other vehicle mass properties come into play:  the vehicle longitudinal, lateral, and vertical CG. When the deceleration is a matter of crashing, then the vehicle mass density and mass density distribution also have significance. <br />The purpose of this paper is to make explicit the exact role that all the mass properties play in determining the automotive deceleration performance during a crash. This has a direct bearing on the survivability of a crash, which can be enhanced through thoughtful mass properties engineering.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="79f3aaa0d005eecb91142c6ff3208b58" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":37492874,"asset_id":12214866,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/37492874/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="12214866"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="12214866"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 12214866; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=12214866]").text(description); $(".js-view-count[data-work-id=12214866]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 12214866; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='12214866']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 12214866, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "79f3aaa0d005eecb91142c6ff3208b58" } } $('.js-work-strip[data-work-id=12214866]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":12214866,"title":"MASS PROPERTIES and AUTOMOTIVE CRASH SURVIVAL","translated_title":"","metadata":{"abstract":"Problems in dynamics may be solved by any one or more of three basic methods: force and acceleration (F=m a), work and kinetic energy (Fd=½ mV^2), impulse and momentum (〖Imp〗_(1→2)=mV_2-mV_1); these are just different ways of looking at a common underlying reality . The method(s) used to investigate a particular dynamics problem depends upon the specific nature of the problem. Problems involving that most severe form of automotive longitudinal deceleration, crashing, are no exception.\r\nEven at the most elementary level, as represented by the previous equations, the unifying role of mass properties is evident. Notable in the basic formulae of all three methods for the solution of problems in dynamics is the common parameter “m” (mass). However, this represents just the “tip of the iceberg”; at the detailed level representative of actual engineering problems the full role played by mass properties is often revealed to be far more complicated than that indicated by such simple basic equations.\r\n \tFor instance, an automobile traveling at a particular velocity will possess a certain amount of kinetic energy which must be dissipated for the vehicle to come to a stop. The dissipation can be controlled and orderly as in the case of braking a car to a stop at an intersection, or it can be somewhat more violent as in the case of a collision with a concrete abutment. In both cases the outcome is directly dependent upon the magnitude of the kinetic energy involved. Initially the mass properties involvement seems to be very simple: the kinetic energy of any body of mass “m” moving at a velocity “V” is expressible as “½ mV^2”; to come to a stop that energy must be dissipated through the work done by a deceleration force “F” times the distance “d” traveled during the deceleration. \r\nHowever, the kinetic energy possessed by an automobile is much more than would be indicated by a simple determination of its mass “m” from its weight (“m= W/g”). Many components of an automobile possess not only translational kinetic energy, but rotational as well. Thus the simple mass “m” is not the appropriate value needed for kinetic energy determination; there is a greater value “me”, termed the “effective mass”. The calculation of “me” involves the rotational inertia of such components as the wheels, tires, brakes, shafts, bearings, etc. \r\nThus not only the mass of the automobile as a whole, but that of various components, come into play when calculating the amount of kinetic energy which, in turn, determines the magnitude of the deceleration forces required to affect a complete stop in a certain distance. When the deceleration is a matter of braking, certain other vehicle mass properties come into play: the vehicle longitudinal, lateral, and vertical CG. When the deceleration is a matter of crashing, then the vehicle mass density and mass density distribution also have significance. \r\nThe purpose of this paper is to make explicit the exact role that all the mass properties play in determining the automotive deceleration performance during a crash. This has a direct bearing on the survivability of a crash, which can be enhanced through thoughtful mass properties engineering.\r\n","more_info":"Mass Properties, Weight, Effective Mass, Delta-Velocity, Kinetic Energy, Crush Distance, Barrier Crash, Head-On Crash, Structural Stiffness, Ramp Function, Progressive Collapse, Constant Force Function, Restraint, Packaging, Inviolate Passenger Space, Deceleration, Position, Rate of Onset","publication_name":"74th SAWE International Conference, Alexandria VA, 18 May 2015 "},"translated_abstract":"Problems in dynamics may be solved by any one or more of three basic methods: force and acceleration (F=m a), work and kinetic energy (Fd=½ mV^2), impulse and momentum (〖Imp〗_(1→2)=mV_2-mV_1); these are just different ways of looking at a common underlying reality . The method(s) used to investigate a particular dynamics problem depends upon the specific nature of the problem. Problems involving that most severe form of automotive longitudinal deceleration, crashing, are no exception.\r\nEven at the most elementary level, as represented by the previous equations, the unifying role of mass properties is evident. Notable in the basic formulae of all three methods for the solution of problems in dynamics is the common parameter “m” (mass). However, this represents just the “tip of the iceberg”; at the detailed level representative of actual engineering problems the full role played by mass properties is often revealed to be far more complicated than that indicated by such simple basic equations.\r\n \tFor instance, an automobile traveling at a particular velocity will possess a certain amount of kinetic energy which must be dissipated for the vehicle to come to a stop. The dissipation can be controlled and orderly as in the case of braking a car to a stop at an intersection, or it can be somewhat more violent as in the case of a collision with a concrete abutment. In both cases the outcome is directly dependent upon the magnitude of the kinetic energy involved. Initially the mass properties involvement seems to be very simple: the kinetic energy of any body of mass “m” moving at a velocity “V” is expressible as “½ mV^2”; to come to a stop that energy must be dissipated through the work done by a deceleration force “F” times the distance “d” traveled during the deceleration. \r\nHowever, the kinetic energy possessed by an automobile is much more than would be indicated by a simple determination of its mass “m” from its weight (“m= W/g”). Many components of an automobile possess not only translational kinetic energy, but rotational as well. Thus the simple mass “m” is not the appropriate value needed for kinetic energy determination; there is a greater value “me”, termed the “effective mass”. The calculation of “me” involves the rotational inertia of such components as the wheels, tires, brakes, shafts, bearings, etc. \r\nThus not only the mass of the automobile as a whole, but that of various components, come into play when calculating the amount of kinetic energy which, in turn, determines the magnitude of the deceleration forces required to affect a complete stop in a certain distance. When the deceleration is a matter of braking, certain other vehicle mass properties come into play: the vehicle longitudinal, lateral, and vertical CG. When the deceleration is a matter of crashing, then the vehicle mass density and mass density distribution also have significance. \r\nThe purpose of this paper is to make explicit the exact role that all the mass properties play in determining the automotive deceleration performance during a crash. This has a direct bearing on the survivability of a crash, which can be enhanced through thoughtful mass properties engineering.\r\n","internal_url":"https://www.academia.edu/12214866/MASS_PROPERTIES_and_AUTOMOTIVE_CRASH_SURVIVAL","translated_internal_url":"","created_at":"2015-05-03T19:33:23.531-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":37492874,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/37492874/thumbnails/1.jpg","file_name":"MASS_PROPERTIES___AUTOMOTIVE_CRASH_SURVIVAL__3634-signed.pdf","download_url":"https://www.academia.edu/attachments/37492874/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"MASS_PROPERTIES_and_AUTOMOTIVE_CRASH_SUR.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/37492874/MASS_PROPERTIES___AUTOMOTIVE_CRASH_SURVIVAL__3634-signed-libre.pdf?1430706530=\u0026response-content-disposition=attachment%3B+filename%3DMASS_PROPERTIES_and_AUTOMOTIVE_CRASH_SUR.pdf\u0026Expires=1732360682\u0026Signature=AfyTplAy7NB6sUOghN3i4JrsztEtwoV8rCUB6GkNiMzvWd5tuxqhlU61j29QNgWY08yQt5VtXq3sDnhrWMnPYZuakjqzenSaolGPUf~4VQvb~6r33IwhT738Sx8vl9nwS8S2ACYS5TwqezcgRMsugaklwzyTw3kuao~BNlzNW0uAqVViRV5PggA56yXf18nplSPu18y8dTWP7rfIm-0X6kmjmfdKKq7mnbz9uf~Aum-vMez54YGSJ1XhX9GDmbeuuNllXCFMv65X~YwFyRhjn0fr1lX0exFwp0poy-YmwFLFuzSUAB8m70IiSar-NT~nigV8siSIKQqcf7n-zsGPoQ__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"MASS_PROPERTIES_and_AUTOMOTIVE_CRASH_SURVIVAL","translated_slug":"","page_count":145,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":37492874,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/37492874/thumbnails/1.jpg","file_name":"MASS_PROPERTIES___AUTOMOTIVE_CRASH_SURVIVAL__3634-signed.pdf","download_url":"https://www.academia.edu/attachments/37492874/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"MASS_PROPERTIES_and_AUTOMOTIVE_CRASH_SUR.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/37492874/MASS_PROPERTIES___AUTOMOTIVE_CRASH_SURVIVAL__3634-signed-libre.pdf?1430706530=\u0026response-content-disposition=attachment%3B+filename%3DMASS_PROPERTIES_and_AUTOMOTIVE_CRASH_SUR.pdf\u0026Expires=1732360682\u0026Signature=AfyTplAy7NB6sUOghN3i4JrsztEtwoV8rCUB6GkNiMzvWd5tuxqhlU61j29QNgWY08yQt5VtXq3sDnhrWMnPYZuakjqzenSaolGPUf~4VQvb~6r33IwhT738Sx8vl9nwS8S2ACYS5TwqezcgRMsugaklwzyTw3kuao~BNlzNW0uAqVViRV5PggA56yXf18nplSPu18y8dTWP7rfIm-0X6kmjmfdKKq7mnbz9uf~Aum-vMez54YGSJ1XhX9GDmbeuuNllXCFMv65X~YwFyRhjn0fr1lX0exFwp0poy-YmwFLFuzSUAB8m70IiSar-NT~nigV8siSIKQqcf7n-zsGPoQ__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":60,"name":"Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Mechanical_Engineering"},{"id":89,"name":"Automotive Systems Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Systems_Engineering"},{"id":6792,"name":"Automobile Safety","url":"https://www.academia.edu/Documents/in/Automobile_Safety"},{"id":9442,"name":"Road Traffic Crashes","url":"https://www.academia.edu/Documents/in/Road_Traffic_Crashes"},{"id":22920,"name":"Automobile","url":"https://www.academia.edu/Documents/in/Automobile"},{"id":45666,"name":"Automobiles","url":"https://www.academia.edu/Documents/in/Automobiles"},{"id":46766,"name":"Crashworthiness and Impact","url":"https://www.academia.edu/Documents/in/Crashworthiness_and_Impact"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":60144,"name":"Automotive","url":"https://www.academia.edu/Documents/in/Automotive"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":118287,"name":"Automobile Engineering","url":"https://www.academia.edu/Documents/in/Automobile_Engineering"},{"id":171169,"name":"Automotive active safety","url":"https://www.academia.edu/Documents/in/Automotive_active_safety"},{"id":222732,"name":"Automobile Manufacturing Industry","url":"https://www.academia.edu/Documents/in/Automobile_Manufacturing_Industry"},{"id":436785,"name":"Crash Safety","url":"https://www.academia.edu/Documents/in/Crash_Safety"},{"id":723753,"name":"Automotive Safety","url":"https://www.academia.edu/Documents/in/Automotive_Safety"},{"id":852033,"name":"Mass Properties Analysis and Control","url":"https://www.academia.edu/Documents/in/Mass_Properties_Analysis_and_Control"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="9871311"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/9871311/AUTOMOTIVE_CONSTANT_and_PROGRESSIVE_FORCE_CRASHES"><img alt="Research paper thumbnail of AUTOMOTIVE CONSTANT and PROGRESSIVE FORCE CRASHES" class="work-thumbnail" src="https://attachments.academia-assets.com/36032851/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/9871311/AUTOMOTIVE_CONSTANT_and_PROGRESSIVE_FORCE_CRASHES">AUTOMOTIVE CONSTANT and PROGRESSIVE FORCE CRASHES</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated"> The crash of an automobile into an immovable object is an event of only a little more t...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">The crash of an automobile into an immovable object is an event of only a little more than a tenth of a second in duration. During that time the structure of the vehicle is deformed in a random series of resistance force spurts and lapses until the work energy (force × deformation) expended during deformation roughly equals the vehicle kinetic energy at the moment of contact. Since the deceleration “a” is equal to the deformation resistance force “F” divided by the vehicle mass “m”, the deceleration history also constitutes a random series of spurts and lapses.  <br /> The deceleration magnitude and duration has a direct bearing on the survivability of a crash, as does the magnitude and duration of the rate of change in deceleration “j” known as “jerk” (“j = Δa/Δt”). In the interest of human survivability, modern automotive structures are designed so as to smoothly decelerate the vehicle as much as possible, i.e., with a minimum of “jerk”, while keeping deceleration magnitude and duration within reasonable limits. The two most common force-deformation models utilized to achieve such deceleration are the constant force deformation model and the progressive force deformation model; the former is used mostly for energy absorbing bumper design and the latter for the automotive structure proper, hence the significance of this mathematical study of the properties of these models.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="49e93de1a1babc1263f03b92e088db5e" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":36032851,"asset_id":9871311,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/36032851/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="9871311"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="9871311"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 9871311; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=9871311]").text(description); $(".js-view-count[data-work-id=9871311]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 9871311; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='9871311']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 9871311, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "49e93de1a1babc1263f03b92e088db5e" } } $('.js-work-strip[data-work-id=9871311]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":9871311,"title":"AUTOMOTIVE CONSTANT and PROGRESSIVE FORCE CRASHES","translated_title":"","metadata":{"abstract":" The crash of an automobile into an immovable object is an event of only a little more than a tenth of a second in duration. During that time the structure of the vehicle is deformed in a random series of resistance force spurts and lapses until the work energy (force × deformation) expended during deformation roughly equals the vehicle kinetic energy at the moment of contact. Since the deceleration “a” is equal to the deformation resistance force “F” divided by the vehicle mass “m”, the deceleration history also constitutes a random series of spurts and lapses. \r\n \tThe deceleration magnitude and duration has a direct bearing on the survivability of a crash, as does the magnitude and duration of the rate of change in deceleration “j” known as “jerk” (“j = Δa/Δt”). In the interest of human survivability, modern automotive structures are designed so as to smoothly decelerate the vehicle as much as possible, i.e., with a minimum of “jerk”, while keeping deceleration magnitude and duration within reasonable limits. The two most common force-deformation models utilized to achieve such deceleration are the constant force deformation model and the progressive force deformation model; the former is used mostly for energy absorbing bumper design and the latter for the automotive structure proper, hence the significance of this mathematical study of the properties of these models. \r\n","more_info":"Kinetic Energy, Force, Deformation, Velocity, Acceleration, Crush Distance, Bumper, Structure, Jerk"},"translated_abstract":" The crash of an automobile into an immovable object is an event of only a little more than a tenth of a second in duration. During that time the structure of the vehicle is deformed in a random series of resistance force spurts and lapses until the work energy (force × deformation) expended during deformation roughly equals the vehicle kinetic energy at the moment of contact. Since the deceleration “a” is equal to the deformation resistance force “F” divided by the vehicle mass “m”, the deceleration history also constitutes a random series of spurts and lapses. \r\n \tThe deceleration magnitude and duration has a direct bearing on the survivability of a crash, as does the magnitude and duration of the rate of change in deceleration “j” known as “jerk” (“j = Δa/Δt”). In the interest of human survivability, modern automotive structures are designed so as to smoothly decelerate the vehicle as much as possible, i.e., with a minimum of “jerk”, while keeping deceleration magnitude and duration within reasonable limits. The two most common force-deformation models utilized to achieve such deceleration are the constant force deformation model and the progressive force deformation model; the former is used mostly for energy absorbing bumper design and the latter for the automotive structure proper, hence the significance of this mathematical study of the properties of these models. \r\n","internal_url":"https://www.academia.edu/9871311/AUTOMOTIVE_CONSTANT_and_PROGRESSIVE_FORCE_CRASHES","translated_internal_url":"","created_at":"2014-12-22T22:34:40.448-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":36032851,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/36032851/thumbnails/1.jpg","file_name":"AUTOMOTIVE_CONSTANT___PROGRESSIVE_FORCE_CRASHES-signed.pdf","download_url":"https://www.academia.edu/attachments/36032851/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"AUTOMOTIVE_CONSTANT_and_PROGRESSIVE_FORC.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/36032851/AUTOMOTIVE_CONSTANT___PROGRESSIVE_FORCE_CRASHES-signed-libre.pdf?1419471994=\u0026response-content-disposition=attachment%3B+filename%3DAUTOMOTIVE_CONSTANT_and_PROGRESSIVE_FORC.pdf\u0026Expires=1732395242\u0026Signature=SL~lPpojoUStqqBaX-A2F~E2pCNoJxUXW1DCrTDvPo~tEdRRJaYWos2jPo42mextjcPm0LVJEcjHoA~shDRw7KejeH5PgJ3njLz~9VXYECB-xttI3-p~wU3iWigfPQzL8~uM2cjgzSinPIEz2wBhxy2GW--0634cnSZxorRrx~OHBXUdBdCnrfAaxU8LDy~H7cdn~A9qRAVkO4dr3LBn9WhqoP3f9PYEYLuabFfVgrYo1KOy~p~oeOcfYc249pJeRPD3s3QAIv~G0-RQdvr6ntoKqBH2jwmBofaTTOPGjBfvzODjLRoTxooJrZHTNDsQGev81Z-qZ4nyHqKupUuCGw__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"AUTOMOTIVE_CONSTANT_and_PROGRESSIVE_FORCE_CRASHES","translated_slug":"","page_count":16,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":36032851,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/36032851/thumbnails/1.jpg","file_name":"AUTOMOTIVE_CONSTANT___PROGRESSIVE_FORCE_CRASHES-signed.pdf","download_url":"https://www.academia.edu/attachments/36032851/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"AUTOMOTIVE_CONSTANT_and_PROGRESSIVE_FORC.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/36032851/AUTOMOTIVE_CONSTANT___PROGRESSIVE_FORCE_CRASHES-signed-libre.pdf?1419471994=\u0026response-content-disposition=attachment%3B+filename%3DAUTOMOTIVE_CONSTANT_and_PROGRESSIVE_FORC.pdf\u0026Expires=1732395242\u0026Signature=SL~lPpojoUStqqBaX-A2F~E2pCNoJxUXW1DCrTDvPo~tEdRRJaYWos2jPo42mextjcPm0LVJEcjHoA~shDRw7KejeH5PgJ3njLz~9VXYECB-xttI3-p~wU3iWigfPQzL8~uM2cjgzSinPIEz2wBhxy2GW--0634cnSZxorRrx~OHBXUdBdCnrfAaxU8LDy~H7cdn~A9qRAVkO4dr3LBn9WhqoP3f9PYEYLuabFfVgrYo1KOy~p~oeOcfYc249pJeRPD3s3QAIv~G0-RQdvr6ntoKqBH2jwmBofaTTOPGjBfvzODjLRoTxooJrZHTNDsQGev81Z-qZ4nyHqKupUuCGw__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":89,"name":"Automotive Systems Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Systems_Engineering"},{"id":498,"name":"Physics","url":"https://www.academia.edu/Documents/in/Physics"},{"id":22920,"name":"Automobile","url":"https://www.academia.edu/Documents/in/Automobile"},{"id":46766,"name":"Crashworthiness and Impact","url":"https://www.academia.edu/Documents/in/Crashworthiness_and_Impact"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":60144,"name":"Automotive","url":"https://www.academia.edu/Documents/in/Automotive"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":180615,"name":"Vehicle Crashworthiness","url":"https://www.academia.edu/Documents/in/Vehicle_Crashworthiness"},{"id":228863,"name":"Motor Vehicle Crashes","url":"https://www.academia.edu/Documents/in/Motor_Vehicle_Crashes"},{"id":258385,"name":"Automotive Technology","url":"https://www.academia.edu/Documents/in/Automotive_Technology"},{"id":258950,"name":"Crashworthiness","url":"https://www.academia.edu/Documents/in/Crashworthiness"},{"id":723753,"name":"Automotive Safety","url":"https://www.academia.edu/Documents/in/Automotive_Safety"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="9544642"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/9544642/RECIPROCATING_PISTON_ENGINE_INERTIAL_ENERGY_LOSS"><img alt="Research paper thumbnail of RECIPROCATING PISTON ENGINE INERTIAL ENERGY LOSS" class="work-thumbnail" src="https://attachments.academia-assets.com/35765093/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/9544642/RECIPROCATING_PISTON_ENGINE_INERTIAL_ENERGY_LOSS">RECIPROCATING PISTON ENGINE INERTIAL ENERGY LOSS</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Perhaps the most curious aspect of the modern piston engine is that utilizes a reciprocal motion ...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Perhaps the most curious aspect of the modern piston engine is that utilizes a reciprocal motion more reminiscent of the inefficient reciprocating motion of nature (people, monkeys, birds, fish) than some of mankind’s more efficient creations (wheeled). The reciprocating motion characteristic of the piston engine has been dismissively referred to as “monkey motion”, and with good reason. This fact has long been recognized, and much effort has expended to find a rotary substitute for the reciprocating, such as the Wankle engine or the gas turbine, but as of this writing the reciprocating engine still reigns supreme for automotive propulsion.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="68b6fdcb530db850caac80f3474d7cb0" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":35765093,"asset_id":9544642,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/35765093/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="9544642"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="9544642"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 9544642; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=9544642]").text(description); $(".js-view-count[data-work-id=9544642]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 9544642; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='9544642']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 9544642, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "68b6fdcb530db850caac80f3474d7cb0" } } $('.js-work-strip[data-work-id=9544642]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":9544642,"title":"RECIPROCATING PISTON ENGINE INERTIAL ENERGY LOSS","translated_title":"","metadata":{"abstract":"Perhaps the most curious aspect of the modern piston engine is that utilizes a reciprocal motion more reminiscent of the inefficient reciprocating motion of nature (people, monkeys, birds, fish) than some of mankind’s more efficient creations (wheeled). The reciprocating motion characteristic of the piston engine has been dismissively referred to as “monkey motion”, and with good reason. This fact has long been recognized, and much effort has expended to find a rotary substitute for the reciprocating, such as the Wankle engine or the gas turbine, but as of this writing the reciprocating engine still reigns supreme for automotive propulsion. ","more_info":"Energy Loss: Heat, Light, Vibration, Sound; Primary Imbalance, Secondary Imbalance, Rotational Inertia, Inertial Flux, Number of Cylinders, Piston Engine"},"translated_abstract":"Perhaps the most curious aspect of the modern piston engine is that utilizes a reciprocal motion more reminiscent of the inefficient reciprocating motion of nature (people, monkeys, birds, fish) than some of mankind’s more efficient creations (wheeled). The reciprocating motion characteristic of the piston engine has been dismissively referred to as “monkey motion”, and with good reason. This fact has long been recognized, and much effort has expended to find a rotary substitute for the reciprocating, such as the Wankle engine or the gas turbine, but as of this writing the reciprocating engine still reigns supreme for automotive propulsion. ","internal_url":"https://www.academia.edu/9544642/RECIPROCATING_PISTON_ENGINE_INERTIAL_ENERGY_LOSS","translated_internal_url":"","created_at":"2014-11-28T14:54:59.224-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":35765093,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/35765093/thumbnails/1.jpg","file_name":"RECIPROCATING_PISTON_ENGINE_INERTIAL_ENERGY_LOSS-signed.pdf","download_url":"https://www.academia.edu/attachments/35765093/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"RECIPROCATING_PISTON_ENGINE_INERTIAL_ENE.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/35765093/RECIPROCATING_PISTON_ENGINE_INERTIAL_ENERGY_LOSS-signed-libre.pdf?1417216649=\u0026response-content-disposition=attachment%3B+filename%3DRECIPROCATING_PISTON_ENGINE_INERTIAL_ENE.pdf\u0026Expires=1732417189\u0026Signature=e6-bevLYTlWaSmKxopOmDpK5EWjqdo8Yo3iomtnnZ1qMSYO5IjSX1kUx8cP3IxrCXN~-a0ekp52mcnLknglZupd8DKm1PA1e4-MYVOvi-cQp68NOQUlV6rIrCf9UR2HGf5sdIGCNX0XMfovsDsWmc4rL9DE~qCf4BJe-S40FZ3xw~5aGuY-96fzFkmg-5HmM8Je0iswW0CD1oieLhx9~p89ITNpMqbeXtiAC4AupqIxRK14jMHHfHwcluuTbl6gvlwSZBY-ze5fOPYgik6~vF7f5UPFysid8OTXtlNkLsWSBEoR0Y6e63sMHsDwBalrr9oGomT0L9RuRJ93Cdisdcg__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"RECIPROCATING_PISTON_ENGINE_INERTIAL_ENERGY_LOSS","translated_slug":"","page_count":12,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":35765093,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/35765093/thumbnails/1.jpg","file_name":"RECIPROCATING_PISTON_ENGINE_INERTIAL_ENERGY_LOSS-signed.pdf","download_url":"https://www.academia.edu/attachments/35765093/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"RECIPROCATING_PISTON_ENGINE_INERTIAL_ENE.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/35765093/RECIPROCATING_PISTON_ENGINE_INERTIAL_ENERGY_LOSS-signed-libre.pdf?1417216649=\u0026response-content-disposition=attachment%3B+filename%3DRECIPROCATING_PISTON_ENGINE_INERTIAL_ENE.pdf\u0026Expires=1732417189\u0026Signature=e6-bevLYTlWaSmKxopOmDpK5EWjqdo8Yo3iomtnnZ1qMSYO5IjSX1kUx8cP3IxrCXN~-a0ekp52mcnLknglZupd8DKm1PA1e4-MYVOvi-cQp68NOQUlV6rIrCf9UR2HGf5sdIGCNX0XMfovsDsWmc4rL9DE~qCf4BJe-S40FZ3xw~5aGuY-96fzFkmg-5HmM8Je0iswW0CD1oieLhx9~p89ITNpMqbeXtiAC4AupqIxRK14jMHHfHwcluuTbl6gvlwSZBY-ze5fOPYgik6~vF7f5UPFysid8OTXtlNkLsWSBEoR0Y6e63sMHsDwBalrr9oGomT0L9RuRJ93Cdisdcg__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":60,"name":"Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Mechanical_Engineering"},{"id":89,"name":"Automotive Systems Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Systems_Engineering"},{"id":498,"name":"Physics","url":"https://www.academia.edu/Documents/in/Physics"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":60144,"name":"Automotive","url":"https://www.academia.edu/Documents/in/Automotive"},{"id":258385,"name":"Automotive Technology","url":"https://www.academia.edu/Documents/in/Automotive_Technology"},{"id":852033,"name":"Mass Properties Analysis and Control","url":"https://www.academia.edu/Documents/in/Mass_Properties_Analysis_and_Control"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="9544122"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/9544122/NEWTONS_SECOND_LAW_and_KINETIC_ENERGY"><img alt="Research paper thumbnail of NEWTON'S SECOND LAW and KINETIC ENERGY" class="work-thumbnail" src="https://attachments.academia-assets.com/35764653/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/9544122/NEWTONS_SECOND_LAW_and_KINETIC_ENERGY">NEWTON'S SECOND LAW and KINETIC ENERGY</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Although Sir Isaac Newton (1642-1726) formulated “F = m a” as his Second Law of Motion, he inexpl...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Although Sir Isaac Newton (1642-1726) formulated “F = m a” as his Second Law of Motion, he inexplicably thought that the formulation for determining the kinetic energy of a moving body was “KE = m V”. For many contemporaries interested in physics this seemed questionable. The Dutch experimenter W.J. Gravesande (1688-1742) conducted a series of experiments which consisted of dropping lead weights into a bed of soft clay; the greater the weight, or height of the drop, then the greater the measured depth of the resulting indentation. This corroborated that the kinetic energy was proportional to the mass and velocity at the time of impact. However, Gravesande left the determination of exactly how the kinetic energy varied with mass and velocity to his friend Émilie du Châtelet (1706-1749) , whose analysis of the experimental data resulted in “KE = m V^2”. Why this expression lacks the “½” factor  has been given various explanations. However, when subject to a modern approach the derivation of the correct “KE = ½ m V^2” formulation is readily made.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="53fa463bf06385c0966676e9af0002d6" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":35764653,"asset_id":9544122,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/35764653/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="9544122"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="9544122"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 9544122; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=9544122]").text(description); $(".js-view-count[data-work-id=9544122]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 9544122; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='9544122']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 9544122, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "53fa463bf06385c0966676e9af0002d6" } } $('.js-work-strip[data-work-id=9544122]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":9544122,"title":"NEWTON'S SECOND LAW and KINETIC ENERGY","translated_title":"","metadata":{"abstract":"Although Sir Isaac Newton (1642-1726) formulated “F = m a” as his Second Law of Motion, he inexplicably thought that the formulation for determining the kinetic energy of a moving body was “KE = m V”. For many contemporaries interested in physics this seemed questionable. The Dutch experimenter W.J. Gravesande (1688-1742) conducted a series of experiments which consisted of dropping lead weights into a bed of soft clay; the greater the weight, or height of the drop, then the greater the measured depth of the resulting indentation. This corroborated that the kinetic energy was proportional to the mass and velocity at the time of impact. However, Gravesande left the determination of exactly how the kinetic energy varied with mass and velocity to his friend Émilie du Châtelet (1706-1749) , whose analysis of the experimental data resulted in “KE = m V^2”. Why this expression lacks the “½” factor has been given various explanations. However, when subject to a modern approach the derivation of the correct “KE = ½ m V^2” formulation is readily made.","more_info":"Second Law of Motion, Kinetic Energy, W.J. Gravesande, Emilie du Chatelet, Work Energy, Derivation, Proof"},"translated_abstract":"Although Sir Isaac Newton (1642-1726) formulated “F = m a” as his Second Law of Motion, he inexplicably thought that the formulation for determining the kinetic energy of a moving body was “KE = m V”. For many contemporaries interested in physics this seemed questionable. The Dutch experimenter W.J. Gravesande (1688-1742) conducted a series of experiments which consisted of dropping lead weights into a bed of soft clay; the greater the weight, or height of the drop, then the greater the measured depth of the resulting indentation. This corroborated that the kinetic energy was proportional to the mass and velocity at the time of impact. However, Gravesande left the determination of exactly how the kinetic energy varied with mass and velocity to his friend Émilie du Châtelet (1706-1749) , whose analysis of the experimental data resulted in “KE = m V^2”. Why this expression lacks the “½” factor has been given various explanations. However, when subject to a modern approach the derivation of the correct “KE = ½ m V^2” formulation is readily made.","internal_url":"https://www.academia.edu/9544122/NEWTONS_SECOND_LAW_and_KINETIC_ENERGY","translated_internal_url":"","created_at":"2014-11-28T13:26:40.348-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":35764653,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/35764653/thumbnails/1.jpg","file_name":"NEWTONS_SECOND_LAW_and_KINETIC_ENERGY_-signed.pdf","download_url":"https://www.academia.edu/attachments/35764653/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"NEWTONS_SECOND_LAW_and_KINETIC_ENERGY.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/35764653/NEWTONS_SECOND_LAW_and_KINETIC_ENERGY_-signed-libre.pdf?1417212150=\u0026response-content-disposition=attachment%3B+filename%3DNEWTONS_SECOND_LAW_and_KINETIC_ENERGY.pdf\u0026Expires=1732395242\u0026Signature=R5dJsNqkI~Z4Pmn~jGIcYux5~VaAhne~5i5nUmRfHNv4LnULjw4Rdymb584mIFj2MQO5fgE1C3CTREYiNCFq9W0~I~fYl6g0F3kmCYofuicBHBN0gM1A4Ly9yXlHL4dvNV2nAxz-UU1-Z9SDhv77on9EHZI-bPZp0BqJ96xq5SOEzdDNJffUF-MQNOKRWMb4T767P-ezxIckCKnjinH6cUxnutoyw8psziVMmLu~luAd8U4ONNHxxPYwYjXucksSXrGQRn~k7YDPv9SpUjTNIAyH91pegP75aRHv6Ga9B1OYdqgWHBIGCov4VPlS0JaJl42bHRYkzQuexEuDezsJrA__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"NEWTONS_SECOND_LAW_and_KINETIC_ENERGY","translated_slug":"","page_count":3,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":35764653,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/35764653/thumbnails/1.jpg","file_name":"NEWTONS_SECOND_LAW_and_KINETIC_ENERGY_-signed.pdf","download_url":"https://www.academia.edu/attachments/35764653/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"NEWTONS_SECOND_LAW_and_KINETIC_ENERGY.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/35764653/NEWTONS_SECOND_LAW_and_KINETIC_ENERGY_-signed-libre.pdf?1417212150=\u0026response-content-disposition=attachment%3B+filename%3DNEWTONS_SECOND_LAW_and_KINETIC_ENERGY.pdf\u0026Expires=1732395242\u0026Signature=R5dJsNqkI~Z4Pmn~jGIcYux5~VaAhne~5i5nUmRfHNv4LnULjw4Rdymb584mIFj2MQO5fgE1C3CTREYiNCFq9W0~I~fYl6g0F3kmCYofuicBHBN0gM1A4Ly9yXlHL4dvNV2nAxz-UU1-Z9SDhv77on9EHZI-bPZp0BqJ96xq5SOEzdDNJffUF-MQNOKRWMb4T767P-ezxIckCKnjinH6cUxnutoyw8psziVMmLu~luAd8U4ONNHxxPYwYjXucksSXrGQRn~k7YDPv9SpUjTNIAyH91pegP75aRHv6Ga9B1OYdqgWHBIGCov4VPlS0JaJl42bHRYkzQuexEuDezsJrA__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":60,"name":"Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Mechanical_Engineering"},{"id":128,"name":"History","url":"https://www.academia.edu/Documents/in/History"},{"id":498,"name":"Physics","url":"https://www.academia.edu/Documents/in/Physics"},{"id":17982,"name":"Newton, Isaac","url":"https://www.academia.edu/Documents/in/Newton_Isaac"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="9543943"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/9543943/AUTOMOTIVE_AXLE_WHEEL_CONFIGURATIONS"><img alt="Research paper thumbnail of AUTOMOTIVE AXLE/WHEEL CONFIGURATIONS" class="work-thumbnail" src="https://attachments.academia-assets.com/35764480/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/9543943/AUTOMOTIVE_AXLE_WHEEL_CONFIGURATIONS">AUTOMOTIVE AXLE/WHEEL CONFIGURATIONS</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">The conventional automotive configuration of two axle lines and four wheels, with each wheel loca...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">The conventional automotive configuration of two axle lines and four wheels, with each wheel located in the corner of the automotive plan view, is one of only a large number of possible wheel/axle configurations, but has prevailed for so long that this fact is often forgotten. The choice of which wheels steer and which wheels are driven compounds the number of configuration variations possible. When other configuration variations are also considered, such as varying the vehicle tire/wheel size/type fore to aft or even side to side (as on some circle track racers), or whether the engine is to be front, mid, or rear located, then the number of all possible configurations becomes infinite.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="bc1f29067ae923d436ac8ef49d6ef772" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":35764480,"asset_id":9543943,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/35764480/download_file?st=MTczMjQzNDc3Niw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="9543943"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="9543943"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 9543943; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=9543943]").text(description); $(".js-view-count[data-work-id=9543943]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 9543943; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='9543943']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 9543943, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "bc1f29067ae923d436ac8ef49d6ef772" } } $('.js-work-strip[data-work-id=9543943]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":9543943,"title":"AUTOMOTIVE AXLE/WHEEL CONFIGURATIONS","translated_title":"","metadata":{"abstract":"The conventional automotive configuration of two axle lines and four wheels, with each wheel located in the corner of the automotive plan view, is one of only a large number of possible wheel/axle configurations, but has prevailed for so long that this fact is often forgotten. The choice of which wheels steer and which wheels are driven compounds the number of configuration variations possible. When other configuration variations are also considered, such as varying the vehicle tire/wheel size/type fore to aft or even side to side (as on some circle track racers), or whether the engine is to be front, mid, or rear located, then the number of all possible configurations becomes infinite.","more_info":"Eleven Basic Wheel/Axle Configurations, Whyte's Notation, Robin Herd, March 2-4-0, Purves Dynosphere, Unicycle, Dicycle, Fraquelli Gyrauto, Tricycle, Segway PT, Ford Gyron, Shilovski Gyrocar, Aptera, Pinin Farina \"X\", Pat Clancy Special, Panzerspahwagen, Stryker MGS, KAZ, Eliica, Reeves Octoauto"},"translated_abstract":"The conventional automotive configuration of two axle lines and four wheels, with each wheel located in the corner of the automotive plan view, is one of only a large number of possible wheel/axle configurations, but has prevailed for so long that this fact is often forgotten. The choice of which wheels steer and which wheels are driven compounds the number of configuration variations possible. 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="7189411"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/7189411/MASS_PROPERTIES_and_AUTOMOTIVE_LONGITUDINAL_ACCELERATION_Rev_A"><img alt="Research paper thumbnail of MASS PROPERTIES and AUTOMOTIVE LONGITUDINAL ACCELERATION, Rev. A" class="work-thumbnail" src="https://attachments.academia-assets.com/33817032/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/7189411/MASS_PROPERTIES_and_AUTOMOTIVE_LONGITUDINAL_ACCELERATION_Rev_A">MASS PROPERTIES and AUTOMOTIVE LONGITUDINAL ACCELERATION, Rev. A</a></div><div class="wp-workCard_item"><span>43rd Annual International Conference of the Society of Allied Weight Engineers</span><span>, May 21, 1984</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Automotive longitudinal acceleration is dependent upon a large number of interconnected parameter...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Automotive longitudinal acceleration is dependent upon a large number of interconnected parameters, some of the most important of which are mass properties. The purpose of this paper is to explore the individual mass property effects. <br /> <br />The approach taken to achieve this purpose was to decouple the parameters by means of a computer simulation of an automotive acceleration "run". Each individual mass property parameter was then varied over a wide range while all other parameters were held constant. The acceleration results so obtained were plotted, and the conclusions were drawn from the behavior thus exhibited. <br /> <br />Several conclusions have been drawn from this effort. First, the effects of a mass property parameter variation are not necessarily constant over the entire speed range. For instance, increasing weight tends to cause an almost linear increase in the elapsed times for the lower speed ranges, but the higher speed ranges exhibit ever greater time increases in an almost parabolic relationship. This is a matter of the increased rolling resistance associated with greater weight making itself felt at the higher speeds. <br /> <br />The longitudinal center of gravity (LCG) and the vertical center of gravity (VCG) both affect acceleration through traction. If the situation is not traction critical, then c.g. relocation can be of no help in obtaining better acceleration. When a situation is traction critical then acceleration is much more sensitive to change in LCG then in VCG. <br /> <br />Increasing the vertical center of gravity tends to benefit the acceleration of rear wheel drive vehicles. For rear wheel drive vehicles the VCG generates increased traction through weight transfer. In the case of front wheel drive, the VCG can have no beneficial effect as the weight transfer is in the direction away from the drive axle; minimizing the VCG becomes the priority. Due to the effect of weight transfer, a front wheel drive vehicle will always be inferior in acceleration to a rear wheel drive vehicle if everything else is equal and the propulsive capability is great enough. <br /> <br />In general, a rotational mass is disproportionately detrimental to acceleration because it has to be accelerated both rotationally and translationally. The greatest return for the effort involved in mass reduction can be obtained from a reduction in rotational masses. <br /> <br />The engine rotational masses, other than the flywheel, represent a special case outside the scope of this paper. Vehicle characteristics and use demand a certain minimal rotational inertia for the flywheel to counteract engine stall-out tendencies at the onset of acceleration and to ensure smooth engine operation. In fact, higher flywheel inertia can produce an initially quicker vehicle. This initial response has to be considered against the detrimental longer-term effects of accelerating a greater flywheel inertia throughout the speed range; flywheel design involves a high degree of compromise.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="6bd50a81771843631dfc636471c1178f" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":33817032,"asset_id":7189411,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/33817032/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="7189411"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="7189411"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 7189411; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=7189411]").text(description); $(".js-view-count[data-work-id=7189411]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 7189411; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='7189411']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 7189411, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "6bd50a81771843631dfc636471c1178f" } } $('.js-work-strip[data-work-id=7189411]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":7189411,"title":"MASS PROPERTIES and AUTOMOTIVE LONGITUDINAL ACCELERATION, Rev. A","translated_title":"","metadata":{"abstract":"Automotive longitudinal acceleration is dependent upon a large number of interconnected parameters, some of the most important of which are mass properties. The purpose of this paper is to explore the individual mass property effects.\r\n\r\nThe approach taken to achieve this purpose was to decouple the parameters by means of a computer simulation of an automotive acceleration \"run\". Each individual mass property parameter was then varied over a wide range while all other parameters were held constant. The acceleration results so obtained were plotted, and the conclusions were drawn from the behavior thus exhibited.\r\n\r\nSeveral conclusions have been drawn from this effort. First, the effects of a mass property parameter variation are not necessarily constant over the entire speed range. For instance, increasing weight tends to cause an almost linear increase in the elapsed times for the lower speed ranges, but the higher speed ranges exhibit ever greater time increases in an almost parabolic relationship. This is a matter of the increased rolling resistance associated with greater weight making itself felt at the higher speeds.\r\n\r\nThe longitudinal center of gravity (LCG) and the vertical center of gravity (VCG) both affect acceleration through traction. If the situation is not traction critical, then c.g. relocation can be of no help in obtaining better acceleration. When a situation is traction critical then acceleration is much more sensitive to change in LCG then in VCG.\r\n\r\nIncreasing the vertical center of gravity tends to benefit the acceleration of rear wheel drive vehicles. For rear wheel drive vehicles the VCG generates increased traction through weight transfer. In the case of front wheel drive, the VCG can have no beneficial effect as the weight transfer is in the direction away from the drive axle; minimizing the VCG becomes the priority. Due to the effect of weight transfer, a front wheel drive vehicle will always be inferior in acceleration to a rear wheel drive vehicle if everything else is equal and the propulsive capability is great enough.\r\n\r\nIn general, a rotational mass is disproportionately detrimental to acceleration because it has to be accelerated both rotationally and translationally. The greatest return for the effort involved in mass reduction can be obtained from a reduction in rotational masses.\r\n\r\nThe engine rotational masses, other than the flywheel, represent a special case outside the scope of this paper. Vehicle characteristics and use demand a certain minimal rotational inertia for the flywheel to counteract engine stall-out tendencies at the onset of acceleration and to ensure smooth engine operation. In fact, higher flywheel inertia can produce an initially quicker vehicle. This initial response has to be considered against the detrimental longer-term effects of accelerating a greater flywheel inertia throughout the speed range; flywheel design involves a high degree of compromise.\r\n","more_info":"Acceleration, Koffman Method, Effective Mass, MAXGLONG.BAS program, computer simulation, mass properties, validation runs, tire parameters, Jaguar XK150S","publication_date":{"day":21,"month":5,"year":1984,"errors":{}},"publication_name":"43rd Annual International Conference of the Society of Allied Weight Engineers"},"translated_abstract":"Automotive longitudinal acceleration is dependent upon a large number of interconnected parameters, some of the most important of which are mass properties. The purpose of this paper is to explore the individual mass property effects.\r\n\r\nThe approach taken to achieve this purpose was to decouple the parameters by means of a computer simulation of an automotive acceleration \"run\". Each individual mass property parameter was then varied over a wide range while all other parameters were held constant. The acceleration results so obtained were plotted, and the conclusions were drawn from the behavior thus exhibited.\r\n\r\nSeveral conclusions have been drawn from this effort. First, the effects of a mass property parameter variation are not necessarily constant over the entire speed range. For instance, increasing weight tends to cause an almost linear increase in the elapsed times for the lower speed ranges, but the higher speed ranges exhibit ever greater time increases in an almost parabolic relationship. This is a matter of the increased rolling resistance associated with greater weight making itself felt at the higher speeds.\r\n\r\nThe longitudinal center of gravity (LCG) and the vertical center of gravity (VCG) both affect acceleration through traction. If the situation is not traction critical, then c.g. relocation can be of no help in obtaining better acceleration. When a situation is traction critical then acceleration is much more sensitive to change in LCG then in VCG.\r\n\r\nIncreasing the vertical center of gravity tends to benefit the acceleration of rear wheel drive vehicles. For rear wheel drive vehicles the VCG generates increased traction through weight transfer. In the case of front wheel drive, the VCG can have no beneficial effect as the weight transfer is in the direction away from the drive axle; minimizing the VCG becomes the priority. Due to the effect of weight transfer, a front wheel drive vehicle will always be inferior in acceleration to a rear wheel drive vehicle if everything else is equal and the propulsive capability is great enough.\r\n\r\nIn general, a rotational mass is disproportionately detrimental to acceleration because it has to be accelerated both rotationally and translationally. The greatest return for the effort involved in mass reduction can be obtained from a reduction in rotational masses.\r\n\r\nThe engine rotational masses, other than the flywheel, represent a special case outside the scope of this paper. Vehicle characteristics and use demand a certain minimal rotational inertia for the flywheel to counteract engine stall-out tendencies at the onset of acceleration and to ensure smooth engine operation. In fact, higher flywheel inertia can produce an initially quicker vehicle. This initial response has to be considered against the detrimental longer-term effects of accelerating a greater flywheel inertia throughout the speed range; flywheel design involves a high degree of compromise.\r\n","internal_url":"https://www.academia.edu/7189411/MASS_PROPERTIES_and_AUTOMOTIVE_LONGITUDINAL_ACCELERATION_Rev_A","translated_internal_url":"","created_at":"2014-05-28T16:17:23.977-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":33817032,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/33817032/thumbnails/1.jpg","file_name":"Mass_Properties_and_Automotive__Longitudinal_Acceleration__Rev_A-signed.pdf","download_url":"https://www.academia.edu/attachments/33817032/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"MASS_PROPERTIES_and_AUTOMOTIVE_LONGITUDI.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/33817032/Mass_Properties_and_Automotive__Longitudinal_Acceleration__Rev_A-signed-libre.pdf?1401331811=\u0026response-content-disposition=attachment%3B+filename%3DMASS_PROPERTIES_and_AUTOMOTIVE_LONGITUDI.pdf\u0026Expires=1732360683\u0026Signature=XRYP950klWJ0roOEME1hWUkJqHF~e8PtCOikl9SbTsDBp8Wk-Fua2YY7AN9gXJKH3du3Qdr9T--h0J8SAJ3byoDOE6yDqzBBpId6YsadTgXRt3pv55vIbF2sWdFilWRTr3bNBmBTBOvxpLURFfVvF0ntvFXs6Ub4xsCwHmG7ZfDFf-5Qh~TWlTKqFmHHeS3tJqXFLPFL91sdL-y8IOB1yhIUmPmzjqATXPcHhxUp1jqMo1apRRgdZ1A8VcN~poQ0t1Ml1UTooK4rA1SSDyWRnZQpTZqEoYTTbA0tG2ER83Cs3p65MSEqhcjGdVRrcX4FLU3jJgZuhYJFlPYvooBJ~Q__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"MASS_PROPERTIES_and_AUTOMOTIVE_LONGITUDINAL_ACCELERATION_Rev_A","translated_slug":"","page_count":63,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":33817032,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/33817032/thumbnails/1.jpg","file_name":"Mass_Properties_and_Automotive__Longitudinal_Acceleration__Rev_A-signed.pdf","download_url":"https://www.academia.edu/attachments/33817032/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"MASS_PROPERTIES_and_AUTOMOTIVE_LONGITUDI.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/33817032/Mass_Properties_and_Automotive__Longitudinal_Acceleration__Rev_A-signed-libre.pdf?1401331811=\u0026response-content-disposition=attachment%3B+filename%3DMASS_PROPERTIES_and_AUTOMOTIVE_LONGITUDI.pdf\u0026Expires=1732360683\u0026Signature=XRYP950klWJ0roOEME1hWUkJqHF~e8PtCOikl9SbTsDBp8Wk-Fua2YY7AN9gXJKH3du3Qdr9T--h0J8SAJ3byoDOE6yDqzBBpId6YsadTgXRt3pv55vIbF2sWdFilWRTr3bNBmBTBOvxpLURFfVvF0ntvFXs6Ub4xsCwHmG7ZfDFf-5Qh~TWlTKqFmHHeS3tJqXFLPFL91sdL-y8IOB1yhIUmPmzjqATXPcHhxUp1jqMo1apRRgdZ1A8VcN~poQ0t1Ml1UTooK4rA1SSDyWRnZQpTZqEoYTTbA0tG2ER83Cs3p65MSEqhcjGdVRrcX4FLU3jJgZuhYJFlPYvooBJ~Q__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":60,"name":"Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Mechanical_Engineering"},{"id":22920,"name":"Automobile","url":"https://www.academia.edu/Documents/in/Automobile"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":51264,"name":"Computer Programming","url":"https://www.academia.edu/Documents/in/Computer_Programming"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":852033,"name":"Mass Properties Analysis and Control","url":"https://www.academia.edu/Documents/in/Mass_Properties_Analysis_and_Control"},{"id":852034,"name":"Automotive Dynamics","url":"https://www.academia.edu/Documents/in/Automotive_Dynamics"},{"id":1400541,"name":"Automotive Acceleration","url":"https://www.academia.edu/Documents/in/Automotive_Acceleration"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> </div><div class="profile--tab_content_container js-tab-pane tab-pane" data-section-id="559351" id="papers"><div class="js-work-strip profile--work_container" data-work-id="124139622"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" rel="nofollow" href="https://www.academia.edu/124139622/Estimation_of_the_Rolling_Resistance_of_Tires"><img alt="Research paper thumbnail of Estimation of the Rolling Resistance of Tires" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" rel="nofollow" href="https://www.academia.edu/124139622/Estimation_of_the_Rolling_Resistance_of_Tires">Estimation of the Rolling Resistance of Tires</a></div><div class="wp-workCard_item"><span>SAE technical paper series</span><span>, Apr 5, 2016</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Evaluation of the performance potential of an automotive conceptual design requires some initial ...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Evaluation of the performance potential of an automotive conceptual design requires some initial quantitative estimate of numerous relevant parameters. Such parameters include the vehicle mass properties, frontal and plan areas, aero drag and lift coefficients, available horsepower and torque, and various tire characteristics such as the rolling resistance... A number of rolling resistance models have been advanced since Robert William Thomson first patented the pneumatic rubber tire in 1845, most of them developed in the twentieth century. Most early models only crudely approximate tire rolling resistance behavior over a limited range of operation, while the latest models overcome those limitations but often at the expense of extreme complexity requiring significant computer resources. No model extant seems well suited to the task of providing a methodology for the estimation of a tire’s rolling resistance that is simple to use yet accurate enough for modern conceptual design evaluation. It is the intent of this paper to suggest a methodology by which this seeming deficiency may be rectified.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="124139622"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="124139622"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 124139622; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=124139622]").text(description); $(".js-view-count[data-work-id=124139622]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 124139622; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='124139622']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 124139622, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=124139622]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":124139622,"title":"Estimation of the Rolling Resistance of Tires","translated_title":"","metadata":{"abstract":"Evaluation of the performance potential of an automotive conceptual design requires some initial quantitative estimate of numerous relevant parameters. Such parameters include the vehicle mass properties, frontal and plan areas, aero drag and lift coefficients, available horsepower and torque, and various tire characteristics such as the rolling resistance... A number of rolling resistance models have been advanced since Robert William Thomson first patented the pneumatic rubber tire in 1845, most of them developed in the twentieth century. Most early models only crudely approximate tire rolling resistance behavior over a limited range of operation, while the latest models overcome those limitations but often at the expense of extreme complexity requiring significant computer resources. No model extant seems well suited to the task of providing a methodology for the estimation of a tire’s rolling resistance that is simple to use yet accurate enough for modern conceptual design evaluation. It is the intent of this paper to suggest a methodology by which this seeming deficiency may be rectified.","publication_date":{"day":5,"month":4,"year":2016,"errors":{}},"publication_name":"SAE technical paper series"},"translated_abstract":"Evaluation of the performance potential of an automotive conceptual design requires some initial quantitative estimate of numerous relevant parameters. Such parameters include the vehicle mass properties, frontal and plan areas, aero drag and lift coefficients, available horsepower and torque, and various tire characteristics such as the rolling resistance... A number of rolling resistance models have been advanced since Robert William Thomson first patented the pneumatic rubber tire in 1845, most of them developed in the twentieth century. Most early models only crudely approximate tire rolling resistance behavior over a limited range of operation, while the latest models overcome those limitations but often at the expense of extreme complexity requiring significant computer resources. No model extant seems well suited to the task of providing a methodology for the estimation of a tire’s rolling resistance that is simple to use yet accurate enough for modern conceptual design evaluation. It is the intent of this paper to suggest a methodology by which this seeming deficiency may be rectified.","internal_url":"https://www.academia.edu/124139622/Estimation_of_the_Rolling_Resistance_of_Tires","translated_internal_url":"","created_at":"2024-09-24T12:42:32.076-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[],"slug":"Estimation_of_the_Rolling_Resistance_of_Tires","translated_slug":"","page_count":null,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[],"research_interests":[{"id":60,"name":"Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Mechanical_Engineering"},{"id":89,"name":"Automotive Systems Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Systems_Engineering"},{"id":511,"name":"Materials Science","url":"https://www.academia.edu/Documents/in/Materials_Science"},{"id":8051,"name":"Tire Dynamics","url":"https://www.academia.edu/Documents/in/Tire_Dynamics"},{"id":18873,"name":"Automotive Industry","url":"https://www.academia.edu/Documents/in/Automotive_Industry"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":199365,"name":"Tires","url":"https://www.academia.edu/Documents/in/Tires"},{"id":258385,"name":"Automotive Technology","url":"https://www.academia.edu/Documents/in/Automotive_Technology"},{"id":785073,"name":"Automotive Suspension Design","url":"https://www.academia.edu/Documents/in/Automotive_Suspension_Design"},{"id":852034,"name":"Automotive Dynamics","url":"https://www.academia.edu/Documents/in/Automotive_Dynamics"}],"urls":[{"id":44812623,"url":"https://doi.org/10.4271/2016-01-0445"}]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="93435795"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/93435795/ANCIENT_MASS_PROPERTIES_ENGINEERING_Rev_A"><img alt="Research paper thumbnail of ANCIENT MASS PROPERTIES ENGINEERING, Rev. A" class="work-thumbnail" src="https://attachments.academia-assets.com/96174388/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/93435795/ANCIENT_MASS_PROPERTIES_ENGINEERING_Rev_A">ANCIENT MASS PROPERTIES ENGINEERING, Rev. A</a></div><div class="wp-workCard_item"><span>SAWE Journal "Weight Engineering", Winter 2011-12</span><span>, 2012</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">It seems to be an inherent conceit of the modern era that ancient people weren’t as intelligent a...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">It seems to be an inherent conceit of the modern era that ancient people weren’t as intelligent as people of modern times; ironically this is a conceit born of ignorance and lack of imagination. For instance, the wheel is a simple concept, but to convert that concept to a useful reality, given the resources available in prehistory, would prove daunting to even the most capable people alive today. The wheel, and many other things, was doubtless conceived of by prehistoric man, but to arduously fashion some wheels, an axle, and a chassis from trees with stone tools would have been a grave misallocation of labor; the constant struggle for food, shelter, and the other necessities of survival meant that such advances would have to wait until the prevailing conditions of life became conducive to such development and use. Such conditions would first be attained in what is termed the “Neolithic” period of human development.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="c4f6b6b06d9e906999b8d99f6b818e56" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":96174388,"asset_id":93435795,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/96174388/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="93435795"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="93435795"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 93435795; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=93435795]").text(description); $(".js-view-count[data-work-id=93435795]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 93435795; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='93435795']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 93435795, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "c4f6b6b06d9e906999b8d99f6b818e56" } } $('.js-work-strip[data-work-id=93435795]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":93435795,"title":"ANCIENT MASS PROPERTIES ENGINEERING, Rev. 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Such conditions would first be attained in what is termed the “Neolithic” period of human development.","publication_date":{"day":null,"month":null,"year":2012,"errors":{}},"publication_name":"SAWE Journal \"Weight Engineering\", Winter 2011-12"},"translated_abstract":"It seems to be an inherent conceit of the modern era that ancient people weren’t as intelligent as people of modern times; ironically this is a conceit born of ignorance and lack of imagination. For instance, the wheel is a simple concept, but to convert that concept to a useful reality, given the resources available in prehistory, would prove daunting to even the most capable people alive today. The wheel, and many other things, was doubtless conceived of by prehistoric man, but to arduously fashion some wheels, an axle, and a chassis from trees with stone tools would have been a grave misallocation of labor; the constant struggle for food, shelter, and the other necessities of survival meant that such advances would have to wait until the prevailing conditions of life became conducive to such development and use. Such conditions would first be attained in what is termed the “Neolithic” period of human development.","internal_url":"https://www.academia.edu/93435795/ANCIENT_MASS_PROPERTIES_ENGINEERING_Rev_A","translated_internal_url":"","created_at":"2022-12-21T12:45:39.787-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":96174388,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/96174388/thumbnails/1.jpg","file_name":"Ancient_Mass_Properties_Engineering_Rev_A_.pdf","download_url":"https://www.academia.edu/attachments/96174388/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"ANCIENT_MASS_PROPERTIES_ENGINEERING_Rev.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/96174388/Ancient_Mass_Properties_Engineering_Rev_A_-libre.pdf?1671657972=\u0026response-content-disposition=attachment%3B+filename%3DANCIENT_MASS_PROPERTIES_ENGINEERING_Rev.pdf\u0026Expires=1732417189\u0026Signature=H7twEj0jzVux50QhIaTT~SX44Zf6oJJcUPS5ddQBIkj99JspfJLFS3kVS90PaXJSZONDjt20hHbS-IFuto22h14lxA6HSRO2J4qLyzHs38cx5dys-cjKdvDTUAqmNV7b1aG1Zd-VPYNohct7Vk4olqqklDGi0NiujlH8PazSEoJegVxHR4qHJjQnMaQYS~8Ph8uxwlp99hHZKE9v9HKZLfh33u2RyGGRumLhCRFVWBuKTfSMxNmFR5hGb~4F~EBAVmgQRtZZcKvWFcRLeA5v1P6RknHw5bXEO8St~NqwWd0-g~dS0YcNDwyeWi181yWqvVHrKY0gr8~LflTGdXZDfg__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"ANCIENT_MASS_PROPERTIES_ENGINEERING_Rev_A","translated_slug":"","page_count":13,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":96174388,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/96174388/thumbnails/1.jpg","file_name":"Ancient_Mass_Properties_Engineering_Rev_A_.pdf","download_url":"https://www.academia.edu/attachments/96174388/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"ANCIENT_MASS_PROPERTIES_ENGINEERING_Rev.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/96174388/Ancient_Mass_Properties_Engineering_Rev_A_-libre.pdf?1671657972=\u0026response-content-disposition=attachment%3B+filename%3DANCIENT_MASS_PROPERTIES_ENGINEERING_Rev.pdf\u0026Expires=1732417189\u0026Signature=H7twEj0jzVux50QhIaTT~SX44Zf6oJJcUPS5ddQBIkj99JspfJLFS3kVS90PaXJSZONDjt20hHbS-IFuto22h14lxA6HSRO2J4qLyzHs38cx5dys-cjKdvDTUAqmNV7b1aG1Zd-VPYNohct7Vk4olqqklDGi0NiujlH8PazSEoJegVxHR4qHJjQnMaQYS~8Ph8uxwlp99hHZKE9v9HKZLfh33u2RyGGRumLhCRFVWBuKTfSMxNmFR5hGb~4F~EBAVmgQRtZZcKvWFcRLeA5v1P6RknHw5bXEO8St~NqwWd0-g~dS0YcNDwyeWi181yWqvVHrKY0gr8~LflTGdXZDfg__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":128,"name":"History","url":"https://www.academia.edu/Documents/in/History"},{"id":133,"name":"Military History","url":"https://www.academia.edu/Documents/in/Military_History"},{"id":392,"name":"Archaeology","url":"https://www.academia.edu/Documents/in/Archaeology"},{"id":559,"name":"Military Science","url":"https://www.academia.edu/Documents/in/Military_Science"},{"id":923,"name":"Technology","url":"https://www.academia.edu/Documents/in/Technology"},{"id":3723,"name":"History of Science","url":"https://www.academia.edu/Documents/in/History_of_Science"},{"id":9226,"name":"Automotive History","url":"https://www.academia.edu/Documents/in/Automotive_History"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":852033,"name":"Mass Properties Analysis and Control","url":"https://www.academia.edu/Documents/in/Mass_Properties_Analysis_and_Control"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="92919762"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/92919762/The_GYRAUTO_1935_Rev_A"><img alt="Research paper thumbnail of The GYRAUTO: 1935, Rev. A" class="work-thumbnail" src="https://attachments.academia-assets.com/95802370/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/92919762/The_GYRAUTO_1935_Rev_A">The GYRAUTO: 1935, Rev. A</a></div><div class="wp-workCard_item"><span>SAWE Journal "Weight Engineering"</span><span>, 2011</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Previously this author wrote an article about the "Dynosphere" (a.k.a. "Dynasphere") vehicle whic...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Previously this author wrote an article about the "Dynosphere" (a.k.a. "Dynasphere") vehicle which was designed and built by Professor Dr. John Archibald Purves of Taunton, England, circa 1932; that article was published in the Spring 2011 Issue of Weight Engineering. This is a follow-up article about Ernest Fraquelli and his equally outrageous vehicle called the "Gyrauto". The Gyrauto differed from the Dynosphere in that the Dynospere consisted of just one big wheel, while the Gyrauto consisted of two big wheels side-by-side on a common axle-line. The idea behind both of these vehicles seems to have been to achieve unprecedented efficiency by reducing an automobile to its essentials, i.e., just one big wheel. This is not quite as foolish as it seems; much later Jack Northrop was to pursue an aeronautical analogy in that he was to conceive of an aircraft as just one big flying wing, and that dream was eventually realized in the success of the B-2 bomber.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="dede94a288f40ca01f8a42158fe46d88" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":95802370,"asset_id":92919762,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/95802370/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="92919762"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="92919762"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 92919762; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=92919762]").text(description); $(".js-view-count[data-work-id=92919762]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 92919762; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='92919762']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 92919762, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "dede94a288f40ca01f8a42158fe46d88" } } $('.js-work-strip[data-work-id=92919762]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":92919762,"title":"The GYRAUTO: 1935, Rev. A","translated_title":"","metadata":{"abstract":"Previously this author wrote an article about the \"Dynosphere\" (a.k.a. \"Dynasphere\") vehicle which was designed and built by Professor Dr. John Archibald Purves of Taunton, England, circa 1932; that article was published in the Spring 2011 Issue of Weight Engineering. This is a follow-up article about Ernest Fraquelli and his equally outrageous vehicle called the \"Gyrauto\". The Gyrauto differed from the Dynosphere in that the Dynospere consisted of just one big wheel, while the Gyrauto consisted of two big wheels side-by-side on a common axle-line. The idea behind both of these vehicles seems to have been to achieve unprecedented efficiency by reducing an automobile to its essentials, i.e., just one big wheel. This is not quite as foolish as it seems; much later Jack Northrop was to pursue an aeronautical analogy in that he was to conceive of an aircraft as just one big flying wing, and that dream was eventually realized in the success of the B-2 bomber.","publication_date":{"day":null,"month":null,"year":2011,"errors":{}},"publication_name":"SAWE Journal \"Weight Engineering\""},"translated_abstract":"Previously this author wrote an article about the \"Dynosphere\" (a.k.a. \"Dynasphere\") vehicle which was designed and built by Professor Dr. John Archibald Purves of Taunton, England, circa 1932; that article was published in the Spring 2011 Issue of Weight Engineering. This is a follow-up article about Ernest Fraquelli and his equally outrageous vehicle called the \"Gyrauto\". The Gyrauto differed from the Dynosphere in that the Dynospere consisted of just one big wheel, while the Gyrauto consisted of two big wheels side-by-side on a common axle-line. The idea behind both of these vehicles seems to have been to achieve unprecedented efficiency by reducing an automobile to its essentials, i.e., just one big wheel. This is not quite as foolish as it seems; much later Jack Northrop was to pursue an aeronautical analogy in that he was to conceive of an aircraft as just one big flying wing, and that dream was eventually realized in the success of the B-2 bomber.","internal_url":"https://www.academia.edu/92919762/The_GYRAUTO_1935_Rev_A","translated_internal_url":"","created_at":"2022-12-14T21:28:08.394-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":95802370,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/95802370/thumbnails/1.jpg","file_name":"The_1935_Gyrauto_Rev_A.pdf","download_url":"https://www.academia.edu/attachments/95802370/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"The_GYRAUTO_1935_Rev_A.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/95802370/The_1935_Gyrauto_Rev_A-libre.pdf?1671083178=\u0026response-content-disposition=attachment%3B+filename%3DThe_GYRAUTO_1935_Rev_A.pdf\u0026Expires=1732395241\u0026Signature=QcjZVZpZtNSGFc2QXs462OWKjCphoDLF7pIpCo5608s3FzYq~4oXG0hooOImWTxD8fTLWGdo5BbZYbVEE804EDv3slPEv9RD2BAnoAoTbod8xsBoeAnDUQSu6b7b7C2~Ix0d5RGoA2cVPEkykNPu3O8lZM5Abe92pgf4VCmSQS10cNnh1esdJqcxp73mlSCfoSVPglljPJAHpbSA8n3J0nYRSLNHskul6LTjCWtoiHGg6jCq35TebqR6XC3t~IA4glvCqBYT3CkRa0QHd1EO36OjgGF8~8EWOw35tmUT866C-p0nZzjTPF2QjgiJAtZb4eCW~JYSWzLcSnOuSnuO0w__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"The_GYRAUTO_1935_Rev_A","translated_slug":"","page_count":4,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":95802370,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/95802370/thumbnails/1.jpg","file_name":"The_1935_Gyrauto_Rev_A.pdf","download_url":"https://www.academia.edu/attachments/95802370/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"The_GYRAUTO_1935_Rev_A.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/95802370/The_1935_Gyrauto_Rev_A-libre.pdf?1671083178=\u0026response-content-disposition=attachment%3B+filename%3DThe_GYRAUTO_1935_Rev_A.pdf\u0026Expires=1732395241\u0026Signature=QcjZVZpZtNSGFc2QXs462OWKjCphoDLF7pIpCo5608s3FzYq~4oXG0hooOImWTxD8fTLWGdo5BbZYbVEE804EDv3slPEv9RD2BAnoAoTbod8xsBoeAnDUQSu6b7b7C2~Ix0d5RGoA2cVPEkykNPu3O8lZM5Abe92pgf4VCmSQS10cNnh1esdJqcxp73mlSCfoSVPglljPJAHpbSA8n3J0nYRSLNHskul6LTjCWtoiHGg6jCq35TebqR6XC3t~IA4glvCqBYT3CkRa0QHd1EO36OjgGF8~8EWOw35tmUT866C-p0nZzjTPF2QjgiJAtZb4eCW~JYSWzLcSnOuSnuO0w__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":89,"name":"Automotive Systems Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Systems_Engineering"},{"id":9226,"name":"Automotive History","url":"https://www.academia.edu/Documents/in/Automotive_History"},{"id":10282,"name":"Motorsports (Automotive History)","url":"https://www.academia.edu/Documents/in/Motorsports_Automotive_History_"},{"id":18873,"name":"Automotive Industry","url":"https://www.academia.edu/Documents/in/Automotive_Industry"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":60144,"name":"Automotive","url":"https://www.academia.edu/Documents/in/Automotive"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":129796,"name":"Automotive Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Mechanical_Engineering"},{"id":171169,"name":"Automotive active safety","url":"https://www.academia.edu/Documents/in/Automotive_active_safety"},{"id":258385,"name":"Automotive Technology","url":"https://www.academia.edu/Documents/in/Automotive_Technology"},{"id":439338,"name":"Ingenieria Mecanica Automotriz","url":"https://www.academia.edu/Documents/in/Ingenieria_Mecanica_Automotriz"},{"id":491940,"name":"Automotive control systems","url":"https://www.academia.edu/Documents/in/Automotive_control_systems"},{"id":774576,"name":"Automotive and Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Automotive_and_Mechanical_Engineering"},{"id":828420,"name":"AUTOMOTIVE AERODYNAMICS","url":"https://www.academia.edu/Documents/in/AUTOMOTIVE_AERODYNAMICS"},{"id":1804058,"name":"Mechanics of Tires","url":"https://www.academia.edu/Documents/in/Mechanics_of_Tires"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="73992956"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/73992956/MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_Rev_B"><img alt="Research paper thumbnail of MASS PROPERTIES and AUTOMOTIVE BRAKING, Rev. B" class="work-thumbnail" src="https://attachments.academia-assets.com/82308140/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/73992956/MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_Rev_B">MASS PROPERTIES and AUTOMOTIVE BRAKING, Rev. B</a></div><div class="wp-workCard_item"><span>81st SAWE International Conference on Mass Properties Engineering</span><span>, 2022</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">In 1984, for the 43rd Annual International Conference of the SAWE, this author presented Paper Nu...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">In 1984, for the 43rd Annual International Conference of the SAWE, this author presented Paper Number 1634, “Mass Properties and Automotive Longitudinal Acceleration”. In that paper the effects upon automotive acceleration of varying the relevant mass property parameters were explored by use of a computer simulation. The computer simulation of automotive longitudinal acceleration allowed for the study of each individual parameter because  a simulation allows for the decoupling of the parameters in a way that is not possible physically. The principal mass property parameters involved were the vehicle weight and rotating component inertias, collectively known as the “effective mass”, plus the longitudinal and vertical coordinates of the vehicle center of gravity.<br /><br />However, just as it is important for a vehicle to be able to accelerate, it is perhaps even more important for a vehicle to be able to decelerate. The same mass properties that were relevant to the matter of automotive acceleration are also relevant to the matter of automotive deceleration, a.k.a. braking, although for the braking case that collective of vehicle translational inertia and rotational component inertias known as the “effective mass” requires somewhat different handling. As was the case with automotive acceleration, automotive braking will be explored by use of a computer simulation whereby the effect of variation of each of the mass property parameters can be studied independently. However, this task is considerably easier as the creation of a braking simulation is a minor effort compared to the creation of an acceleration simulation.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="7c324520ed096f10b0a4d0d881b0d896" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":82308140,"asset_id":73992956,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/82308140/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="73992956"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="73992956"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 73992956; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=73992956]").text(description); $(".js-view-count[data-work-id=73992956]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 73992956; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='73992956']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 73992956, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "7c324520ed096f10b0a4d0d881b0d896" } } $('.js-work-strip[data-work-id=73992956]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":73992956,"title":"MASS PROPERTIES and AUTOMOTIVE BRAKING, Rev. B","translated_title":"","metadata":{"abstract":"In 1984, for the 43rd Annual International Conference of the SAWE, this author presented Paper Number 1634, “Mass Properties and Automotive Longitudinal Acceleration”. In that paper the effects upon automotive acceleration of varying the relevant mass property parameters were explored by use of a computer simulation. The computer simulation of automotive longitudinal acceleration allowed for the study of each individual parameter because a simulation allows for the decoupling of the parameters in a way that is not possible physically. The principal mass property parameters involved were the vehicle weight and rotating component inertias, collectively known as the “effective mass”, plus the longitudinal and vertical coordinates of the vehicle center of gravity.\n\nHowever, just as it is important for a vehicle to be able to accelerate, it is perhaps even more important for a vehicle to be able to decelerate. The same mass properties that were relevant to the matter of automotive acceleration are also relevant to the matter of automotive deceleration, a.k.a. braking, although for the braking case that collective of vehicle translational inertia and rotational component inertias known as the “effective mass” requires somewhat different handling. As was the case with automotive acceleration, automotive braking will be explored by use of a computer simulation whereby the effect of variation of each of the mass property parameters can be studied independently. However, this task is considerably easier as the creation of a braking simulation is a minor effort compared to the creation of an acceleration simulation. \n","publication_date":{"day":null,"month":null,"year":2022,"errors":{}},"publication_name":"81st SAWE International Conference on Mass Properties Engineering"},"translated_abstract":"In 1984, for the 43rd Annual International Conference of the SAWE, this author presented Paper Number 1634, “Mass Properties and Automotive Longitudinal Acceleration”. In that paper the effects upon automotive acceleration of varying the relevant mass property parameters were explored by use of a computer simulation. The computer simulation of automotive longitudinal acceleration allowed for the study of each individual parameter because a simulation allows for the decoupling of the parameters in a way that is not possible physically. The principal mass property parameters involved were the vehicle weight and rotating component inertias, collectively known as the “effective mass”, plus the longitudinal and vertical coordinates of the vehicle center of gravity.\n\nHowever, just as it is important for a vehicle to be able to accelerate, it is perhaps even more important for a vehicle to be able to decelerate. The same mass properties that were relevant to the matter of automotive acceleration are also relevant to the matter of automotive deceleration, a.k.a. braking, although for the braking case that collective of vehicle translational inertia and rotational component inertias known as the “effective mass” requires somewhat different handling. As was the case with automotive acceleration, automotive braking will be explored by use of a computer simulation whereby the effect of variation of each of the mass property parameters can be studied independently. However, this task is considerably easier as the creation of a braking simulation is a minor effort compared to the creation of an acceleration simulation. \n","internal_url":"https://www.academia.edu/73992956/MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_Rev_B","translated_internal_url":"","created_at":"2022-03-18T01:13:06.482-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":82308140,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/82308140/thumbnails/1.jpg","file_name":"MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_3766_Rev_B.pdf","download_url":"https://www.academia.edu/attachments/82308140/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_R.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/82308140/MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_3766_Rev_B-libre.pdf?1647594423=\u0026response-content-disposition=attachment%3B+filename%3DMASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_R.pdf\u0026Expires=1732395242\u0026Signature=RPKCzeDwYqQVp3MLIUXKwx~2Si1nb-Mxawvx6ONwGOkWOp9tTNLlRA2LmHfDkepS1wVjNd5S6aXD9TMby2PF5BiQUCSILo3fA0JAqCvIKG68Z1DQqdKl5gNf3omO4eCwKwR23-dH1uL1x7TA3aZt40wqG4CyObzGC6aXvxwUab9L~8gyahJqtS0NCqCO77eebRxntei2qDfe-1o6svc2WfGjKzTV3NoZv3C~UBkJK8qGjlmu7Joe~-NzeI1jctBJYnKSCEyzXthW0vg~J-5~1AgrP4VsltTUyKfCCa9PCcsd5mGYn1Q~RWZNmFop0ywegZXZgcnOi8xjuJj5ieLBuw__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_Rev_B","translated_slug":"","page_count":63,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":82308140,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/82308140/thumbnails/1.jpg","file_name":"MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_3766_Rev_B.pdf","download_url":"https://www.academia.edu/attachments/82308140/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_R.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/82308140/MASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_3766_Rev_B-libre.pdf?1647594423=\u0026response-content-disposition=attachment%3B+filename%3DMASS_PROPERTIES_and_AUTOMOTIVE_BRAKING_R.pdf\u0026Expires=1732395242\u0026Signature=RPKCzeDwYqQVp3MLIUXKwx~2Si1nb-Mxawvx6ONwGOkWOp9tTNLlRA2LmHfDkepS1wVjNd5S6aXD9TMby2PF5BiQUCSILo3fA0JAqCvIKG68Z1DQqdKl5gNf3omO4eCwKwR23-dH1uL1x7TA3aZt40wqG4CyObzGC6aXvxwUab9L~8gyahJqtS0NCqCO77eebRxntei2qDfe-1o6svc2WfGjKzTV3NoZv3C~UBkJK8qGjlmu7Joe~-NzeI1jctBJYnKSCEyzXthW0vg~J-5~1AgrP4VsltTUyKfCCa9PCcsd5mGYn1Q~RWZNmFop0ywegZXZgcnOi8xjuJj5ieLBuw__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":89,"name":"Automotive Systems Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Systems_Engineering"},{"id":9226,"name":"Automotive History","url":"https://www.academia.edu/Documents/in/Automotive_History"},{"id":22920,"name":"Automobile","url":"https://www.academia.edu/Documents/in/Automobile"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":60144,"name":"Automotive","url":"https://www.academia.edu/Documents/in/Automotive"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":129796,"name":"Automotive Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Mechanical_Engineering"},{"id":258385,"name":"Automotive Technology","url":"https://www.academia.edu/Documents/in/Automotive_Technology"},{"id":439338,"name":"Ingenieria Mecanica Automotriz","url":"https://www.academia.edu/Documents/in/Ingenieria_Mecanica_Automotriz"},{"id":491761,"name":"Ingenieria Automotriz","url":"https://www.academia.edu/Documents/in/Ingenieria_Automotriz"},{"id":774576,"name":"Automotive and Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Automotive_and_Mechanical_Engineering"},{"id":852033,"name":"Mass Properties Analysis and Control","url":"https://www.academia.edu/Documents/in/Mass_Properties_Analysis_and_Control"},{"id":907000,"name":"Automotive Mass Properties","url":"https://www.academia.edu/Documents/in/Automotive_Mass_Properties"},{"id":1740623,"name":"Mecanica Automotriz","url":"https://www.academia.edu/Documents/in/Mecanica_Automotriz-1"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="70289193"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/70289193/MASS_PROPERTIES_and_AUTOMOTIVE_VERTICAL_ACCELERATION_Rev_B"><img alt="Research paper thumbnail of MASS PROPERTIES and AUTOMOTIVE VERTICAL ACCELERATION, Rev. B" class="work-thumbnail" src="https://attachments.academia-assets.com/80100420/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/70289193/MASS_PROPERTIES_and_AUTOMOTIVE_VERTICAL_ACCELERATION_Rev_B">MASS PROPERTIES and AUTOMOTIVE VERTICAL ACCELERATION, Rev. B</a></div><div class="wp-workCard_item"><span>70th Annual International Conference of the Society of Allied Weight Engineers, Inc., Houston, TX, 14-19 May 2011</span><span>, 2011</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">The basic intent of this paper is to counter the commonly held simplistic concept of the role mas...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">The basic intent of this paper is to counter the commonly held simplistic concept of the role mass properties play in determining ride and road-contact. For those that have never undertaken any study of the matter, the general presumption seems to be that all that is required to achieve optimum performance is to minimize the weight and to obtain a balanced mass distribution. The reality is that there are many aspects to automotive performance, and what constitutes an optimum mass properties condition is generally a very complex matter which often necessitates difficult compromises. Tailoring some mass property parameters so as to achieve a desirable level of behavior with regard to one performance criterion will often adversely affect other performance criteria. <br /><br />Although this paper is restricted to mass properties issues related to performance resulting from motion in the vertical direction, occasional reference will be made to those mass properties requirements necessitated by performance considerations associated with the longitudinal (acceleration, braking) and lateral (maneuver, roll-over, and directional stability) directions, as revealed in the previous investigations noted earlier. To do otherwise would be to work in a vacuum; the nature of reality tends to be such that all things are ultimately interrelated. To the fullest extent possible, the greater intent herein is to approach reality through the totality of the papers and articles written by this author on the subject of mass properties and automotive performance.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="1b2fab7c7c91f446fedeec893fabc376" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":80100420,"asset_id":70289193,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/80100420/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="70289193"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="70289193"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 70289193; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=70289193]").text(description); $(".js-view-count[data-work-id=70289193]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 70289193; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='70289193']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 70289193, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "1b2fab7c7c91f446fedeec893fabc376" } } $('.js-work-strip[data-work-id=70289193]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":70289193,"title":"MASS PROPERTIES and AUTOMOTIVE VERTICAL ACCELERATION, Rev. 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Tailoring some mass property parameters so as to achieve a desirable level of behavior with regard to one performance criterion will often adversely affect other performance criteria. \n\nAlthough this paper is restricted to mass properties issues related to performance resulting from motion in the vertical direction, occasional reference will be made to those mass properties requirements necessitated by performance considerations associated with the longitudinal (acceleration, braking) and lateral (maneuver, roll-over, and directional stability) directions, as revealed in the previous investigations noted earlier. To do otherwise would be to work in a vacuum; the nature of reality tends to be such that all things are ultimately interrelated. To the fullest extent possible, the greater intent herein is to approach reality through the totality of the papers and articles written by this author on the subject of mass properties and automotive performance. \n","publication_date":{"day":null,"month":null,"year":2011,"errors":{}},"publication_name":"70th Annual International Conference of the Society of Allied Weight Engineers, Inc., Houston, TX, 14-19 May 2011"},"translated_abstract":"The basic intent of this paper is to counter the commonly held simplistic concept of the role mass properties play in determining ride and road-contact. For those that have never undertaken any study of the matter, the general presumption seems to be that all that is required to achieve optimum performance is to minimize the weight and to obtain a balanced mass distribution. The reality is that there are many aspects to automotive performance, and what constitutes an optimum mass properties condition is generally a very complex matter which often necessitates difficult compromises. Tailoring some mass property parameters so as to achieve a desirable level of behavior with regard to one performance criterion will often adversely affect other performance criteria. \n\nAlthough this paper is restricted to mass properties issues related to performance resulting from motion in the vertical direction, occasional reference will be made to those mass properties requirements necessitated by performance considerations associated with the longitudinal (acceleration, braking) and lateral (maneuver, roll-over, and directional stability) directions, as revealed in the previous investigations noted earlier. To do otherwise would be to work in a vacuum; the nature of reality tends to be such that all things are ultimately interrelated. To the fullest extent possible, the greater intent herein is to approach reality through the totality of the papers and articles written by this author on the subject of mass properties and automotive performance. \n","internal_url":"https://www.academia.edu/70289193/MASS_PROPERTIES_and_AUTOMOTIVE_VERTICAL_ACCELERATION_Rev_B","translated_internal_url":"","created_at":"2022-02-02T17:29:18.542-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":80100420,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/80100420/thumbnails/1.jpg","file_name":"Mass_Properties_and_Automotive_Vertical_Accel_Rev_B.pdf","download_url":"https://www.academia.edu/attachments/80100420/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"MASS_PROPERTIES_and_AUTOMOTIVE_VERTICAL.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/80100420/Mass_Properties_and_Automotive_Vertical_Accel_Rev_B-libre.pdf?1643862990=\u0026response-content-disposition=attachment%3B+filename%3DMASS_PROPERTIES_and_AUTOMOTIVE_VERTICAL.pdf\u0026Expires=1732395242\u0026Signature=fF9thE0U-gDxWr4AIJdEdU0Q3XczLTHeRkx-HeovfVHrF9quUqHeJZzaOUVH3OPlgR5V~wdoViCoWWySCPWzIDspiTU3NgJJwPjbVwcjECXChV-fJLYpUj2dOhNTFiTdM6n1GQt9WBbI8zpJmIt0WsBto0DaaHMaWoQ8wkWHkWRqB-ahbTV15M8jX64ounV-5yN2m~9Q8UbSBLjPIAXL3BNjcqYiRo1h6lIaw2hUZkcAGjdixgRfcVf-66TZPg76otfPYSdMS8AW95r2bIGtx9ZJUjMr21S3~ETC98Yscf7ldhN0rslYv1aSFQMkvSZH7ZJXS5OJG-Hz2ermdUmXgw__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"MASS_PROPERTIES_and_AUTOMOTIVE_VERTICAL_ACCELERATION_Rev_B","translated_slug":"","page_count":113,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian 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Systems Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Systems_Engineering"},{"id":6792,"name":"Automobile Safety","url":"https://www.academia.edu/Documents/in/Automobile_Safety"},{"id":9226,"name":"Automotive History","url":"https://www.academia.edu/Documents/in/Automotive_History"},{"id":18873,"name":"Automotive Industry","url":"https://www.academia.edu/Documents/in/Automotive_Industry"},{"id":22920,"name":"Automobile","url":"https://www.academia.edu/Documents/in/Automobile"},{"id":45666,"name":"Automobiles","url":"https://www.academia.edu/Documents/in/Automobiles"},{"id":46158,"name":"Automotive NVH","url":"https://www.academia.edu/Documents/in/Automotive_NVH"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":60144,"name":"Automotive","url":"https://www.academia.edu/Documents/in/Automotive"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":118287,"name":"Automobile Engineering","url":"https://www.academia.edu/Documents/in/Automobile_Engineering"},{"id":222732,"name":"Automobile Manufacturing Industry","url":"https://www.academia.edu/Documents/in/Automobile_Manufacturing_Industry"},{"id":258385,"name":"Automotive Technology","url":"https://www.academia.edu/Documents/in/Automotive_Technology"},{"id":283364,"name":"Innovation in Automobile technology","url":"https://www.academia.edu/Documents/in/Innovation_in_Automobile_technology"},{"id":317650,"name":"Automobile Design","url":"https://www.academia.edu/Documents/in/Automobile_Design"},{"id":488273,"name":"Design Research and automotive design","url":"https://www.academia.edu/Documents/in/Design_Research_and_automotive_design"},{"id":852033,"name":"Mass Properties Analysis and Control","url":"https://www.academia.edu/Documents/in/Mass_Properties_Analysis_and_Control"},{"id":852034,"name":"Automotive Dynamics","url":"https://www.academia.edu/Documents/in/Automotive_Dynamics"},{"id":907000,"name":"Automotive Mass Properties","url":"https://www.academia.edu/Documents/in/Automotive_Mass_Properties"},{"id":1330731,"name":"Mechanical Engineering and Automobile Technology","url":"https://www.academia.edu/Documents/in/Mechanical_Engineering_and_Automobile_Technology"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="66789452"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/66789452/MASS_PROPERTIES_and_AUTOMOTIVE_LATERAL_ACCELERATION_Rev_G"><img alt="Research paper thumbnail of MASS PROPERTIES and AUTOMOTIVE LATERAL ACCELERATION, Rev. G" class="work-thumbnail" src="https://attachments.academia-assets.com/77846252/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/66789452/MASS_PROPERTIES_and_AUTOMOTIVE_LATERAL_ACCELERATION_Rev_G">MASS PROPERTIES and AUTOMOTIVE LATERAL ACCELERATION, Rev. G</a></div><div class="wp-workCard_item"><span>70th Annual International Conference of the Society of Allied Weight Engineers, Inc.</span><span>, 2011</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">There are a number of automotive performance aspects which are associated with accelerations in t...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">There are a number of automotive performance aspects which are associated with accelerations in the lateral direction: maneuver (transient and steady state), roll-over, and directional stability. For each of these automotive performance aspects certain mass property parameters play significant roles; it is the intent of this paper to make explicit exactly how those mass property parameters affect each of those automotive performance aspects.<br />With regard to maneuver, the maximum lateral acceleration which can be attained in steady-state turning is an important index of performance and safety. The obtaining of high maximum lateral acceleration levels has inherent vehicle weight and center of gravity (longitudinal, lateral, and vertical) implications. However, before attaining a steady-state condition, a turning maneuver must first go through a transient phase. When the transient phase is included in the full maneuver picture, the previous list of significant vehicle mass properties parameters acquires two more members: the mass moments of inertia about the roll and yaw axes.<br />For modern passenger vehicles, the lateral acceleration point at which roll-over can occur is generally at a level significantly greater than the maximum lateral acceleration. That is, a modern car will tend to slide out of control long before there is a possibility of overturn. Accidents involving rollover generally occur because the vehicle was “flipped” by obstacles in the roadway, not because the vehicle traction was great enough to reach the critical lateral acceleration level. However, the level at which rollover could occur is still an important index of safety, and the most significant mass property for the determination of that level is the vertical center of gravity.<br />Lastly, there is the matter of directional stability, which has to do with the lateral tire traction force balance front-to-rear, and the front-to-rear “drift angle” relationship of the vehicle tires due to those forces. The lateral force/drift angle relationship is dependent upon normal load, so the most significant mass properties with regard to directional stability are the vehicle weight and static longitudinal and lateral weight distribution.<br />However, the static normal loads are dynamically modified in response to lateral directional “disturbance” forces. Such disturbances generate initial lateral inertial reactions at the vehicle c.g.; the consequent roll moment not only causes lateral changes in the normal load distribution, but also longitudinal changes due to the front-to-rear suspension roll resistance balance. Such changes readjust the initial lateral force/drift angle relationship front-to-rear, and thereby affect the lateral inertial reaction. If this reaction augments the effect of the original disturbance, then the vehicle is termed unstable or “oversteering”; if the reaction is such as to diminish the effect of the original disturbance, then the vehicle is termed stable or “understeering”. Therefore, for directional stability, the primary mass property parameters are the vehicle weight, and total weight distribution (longitudinal, lateral, and vertical).</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="2c01b8691adfe04b55d9990aa69e8e83" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":77846252,"asset_id":66789452,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/77846252/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="66789452"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="66789452"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 66789452; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=66789452]").text(description); $(".js-view-count[data-work-id=66789452]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 66789452; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='66789452']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 66789452, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "2c01b8691adfe04b55d9990aa69e8e83" } } $('.js-work-strip[data-work-id=66789452]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":66789452,"title":"MASS PROPERTIES and AUTOMOTIVE LATERAL ACCELERATION, Rev. G","translated_title":"","metadata":{"abstract":"There are a number of automotive performance aspects which are associated with accelerations in the lateral direction: maneuver (transient and steady state), roll-over, and directional stability. For each of these automotive performance aspects certain mass property parameters play significant roles; it is the intent of this paper to make explicit exactly how those mass property parameters affect each of those automotive performance aspects.\nWith regard to maneuver, the maximum lateral acceleration which can be attained in steady-state turning is an important index of performance and safety. The obtaining of high maximum lateral acceleration levels has inherent vehicle weight and center of gravity (longitudinal, lateral, and vertical) implications. However, before attaining a steady-state condition, a turning maneuver must first go through a transient phase. When the transient phase is included in the full maneuver picture, the previous list of significant vehicle mass properties parameters acquires two more members: the mass moments of inertia about the roll and yaw axes.\nFor modern passenger vehicles, the lateral acceleration point at which roll-over can occur is generally at a level significantly greater than the maximum lateral acceleration. That is, a modern car will tend to slide out of control long before there is a possibility of overturn. Accidents involving rollover generally occur because the vehicle was “flipped” by obstacles in the roadway, not because the vehicle traction was great enough to reach the critical lateral acceleration level. However, the level at which rollover could occur is still an important index of safety, and the most significant mass property for the determination of that level is the vertical center of gravity.\nLastly, there is the matter of directional stability, which has to do with the lateral tire traction force balance front-to-rear, and the front-to-rear “drift angle” relationship of the vehicle tires due to those forces. The lateral force/drift angle relationship is dependent upon normal load, so the most significant mass properties with regard to directional stability are the vehicle weight and static longitudinal and lateral weight distribution.\nHowever, the static normal loads are dynamically modified in response to lateral directional “disturbance” forces. Such disturbances generate initial lateral inertial reactions at the vehicle c.g.; the consequent roll moment not only causes lateral changes in the normal load distribution, but also longitudinal changes due to the front-to-rear suspension roll resistance balance. Such changes readjust the initial lateral force/drift angle relationship front-to-rear, and thereby affect the lateral inertial reaction. If this reaction augments the effect of the original disturbance, then the vehicle is termed unstable or “oversteering”; if the reaction is such as to diminish the effect of the original disturbance, then the vehicle is termed stable or “understeering”. Therefore, for directional stability, the primary mass property parameters are the vehicle weight, and total weight distribution (longitudinal, lateral, and vertical).","publication_date":{"day":null,"month":null,"year":2011,"errors":{}},"publication_name":"70th Annual International Conference of the Society of Allied Weight Engineers, Inc."},"translated_abstract":"There are a number of automotive performance aspects which are associated with accelerations in the lateral direction: maneuver (transient and steady state), roll-over, and directional stability. For each of these automotive performance aspects certain mass property parameters play significant roles; it is the intent of this paper to make explicit exactly how those mass property parameters affect each of those automotive performance aspects.\nWith regard to maneuver, the maximum lateral acceleration which can be attained in steady-state turning is an important index of performance and safety. The obtaining of high maximum lateral acceleration levels has inherent vehicle weight and center of gravity (longitudinal, lateral, and vertical) implications. However, before attaining a steady-state condition, a turning maneuver must first go through a transient phase. When the transient phase is included in the full maneuver picture, the previous list of significant vehicle mass properties parameters acquires two more members: the mass moments of inertia about the roll and yaw axes.\nFor modern passenger vehicles, the lateral acceleration point at which roll-over can occur is generally at a level significantly greater than the maximum lateral acceleration. That is, a modern car will tend to slide out of control long before there is a possibility of overturn. Accidents involving rollover generally occur because the vehicle was “flipped” by obstacles in the roadway, not because the vehicle traction was great enough to reach the critical lateral acceleration level. However, the level at which rollover could occur is still an important index of safety, and the most significant mass property for the determination of that level is the vertical center of gravity.\nLastly, there is the matter of directional stability, which has to do with the lateral tire traction force balance front-to-rear, and the front-to-rear “drift angle” relationship of the vehicle tires due to those forces. The lateral force/drift angle relationship is dependent upon normal load, so the most significant mass properties with regard to directional stability are the vehicle weight and static longitudinal and lateral weight distribution.\nHowever, the static normal loads are dynamically modified in response to lateral directional “disturbance” forces. Such disturbances generate initial lateral inertial reactions at the vehicle c.g.; the consequent roll moment not only causes lateral changes in the normal load distribution, but also longitudinal changes due to the front-to-rear suspension roll resistance balance. Such changes readjust the initial lateral force/drift angle relationship front-to-rear, and thereby affect the lateral inertial reaction. If this reaction augments the effect of the original disturbance, then the vehicle is termed unstable or “oversteering”; if the reaction is such as to diminish the effect of the original disturbance, then the vehicle is termed stable or “understeering”. Therefore, for directional stability, the primary mass property parameters are the vehicle weight, and total weight distribution (longitudinal, lateral, and vertical).","internal_url":"https://www.academia.edu/66789452/MASS_PROPERTIES_and_AUTOMOTIVE_LATERAL_ACCELERATION_Rev_G","translated_internal_url":"","created_at":"2022-01-01T07:16:42.683-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":77846252,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/77846252/thumbnails/1.jpg","file_name":"Mass_Properties_and_Automotive_Lateral_Accel_Rev_G.pdf","download_url":"https://www.academia.edu/attachments/77846252/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"MASS_PROPERTIES_and_AUTOMOTIVE_LATERAL_A.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/77846252/Mass_Properties_and_Automotive_Lateral_Accel_Rev_G-libre.pdf?1641051443=\u0026response-content-disposition=attachment%3B+filename%3DMASS_PROPERTIES_and_AUTOMOTIVE_LATERAL_A.pdf\u0026Expires=1732360682\u0026Signature=Mj80nAon6CSghRrhm3xWzVLGL6PrCmG-mEuLB5eYSBSxvYgzIazXqJKx4WSwKhm1J6pdQsNmA4whl3KHg0vDbTibZPPZvgimgzK04EybE7NbVtjnrHv67nOsZrJA9a0Y4RUJbrYEmK6h9GhVepvXNOBTUh9enC6dXtjCjIGI0O6bs2tzGETRBlKnPqJo7up5jyC5Kl68ExXYdKf3g9J8Czcq9lQyXGV5ommG4cVgiu5LsMjrcNbb~8tv1VIpr9Eww6H~UwX4J-Q99ZdwFot5O~P6~lQNugVJlxRrHqDgEq9xT~0S3LVOG-VBbbv8BP6PbpgTP5H-XlKk~PvnDtLpoA__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"MASS_PROPERTIES_and_AUTOMOTIVE_LATERAL_ACCELERATION_Rev_G","translated_slug":"","page_count":98,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian 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G" class="work-thumbnail" src="https://attachments.academia-assets.com/77844946/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/66787650/MASS_PROPERTIES_and_ADVANCED_AUTOMOTIVE_DESIGN_Rev_G">MASS PROPERTIES and ADVANCED AUTOMOTIVE DESIGN, Rev. G</a></div><div class="wp-workCard_item"><span>74th SAWE International Conference on Mass Properties Engineering</span><span>, 2015</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">The intent of this paper, again revised (Rev. G), is to show that a vehicle designed in true acco...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">The intent of this paper, again revised (Rev. G), is to show that a vehicle designed in true accordance with the balanced viewpoint of a professional mass properties engineer may not only demonstrate superior acceleration, braking, and handling, but superior ride, stability, fuel economy, and safety as well. If a design begins with the first principles of how mass properties affect automotive performance in all its aspects , and is optimized accordingly in an integrated manner, then the resulting advanced automotive design may truly “go where none have gone before”.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="a4ef05d8fb07d6b1637f69f5905023e3" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":77844946,"asset_id":66787650,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/77844946/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="66787650"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="66787650"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 66787650; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=66787650]").text(description); $(".js-view-count[data-work-id=66787650]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 66787650; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='66787650']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 66787650, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "a4ef05d8fb07d6b1637f69f5905023e3" } } $('.js-work-strip[data-work-id=66787650]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":66787650,"title":"MASS PROPERTIES and ADVANCED AUTOMOTIVE DESIGN, Rev. 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A" class="work-thumbnail" src="https://attachments.academia-assets.com/77843709/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/66786020/COLIN_CHAPMAN_and_MASS_PROPERTIES_Rev_A">COLIN CHAPMAN and MASS PROPERTIES, Rev. A</a></div><div class="wp-workCard_item"><span>74th SAWE International Conference On Mass Properties Engineering</span><span>, 2015</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">As a small start-up company competing against long established automotive concerns such as Ferrar...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">As a small start-up company competing against long established automotive concerns such as Ferrari, Colin Chapman’s Lotus Engineering Company did not have the capability to gain advantage through advanced engine design, or even via the design of most of the other major mechanical systems. Most such components were commercially sourced, and so the only way a decisive advantage could be obtained was through an uncompromising emphasis on gaining performance “edges” from the remaining design elements of structure, body, and suspension. Because the automotive performance aspects of acceleration, braking, and handling are so dependent on various vehicle mass properties the optimization of those mass properties became the “Holy Grail” of Lotus design as directed by Colin Chapman.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="4a12c2c36cec8b91d393707048e1837b" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":77843709,"asset_id":66786020,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/77843709/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="66786020"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="66786020"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 66786020; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=66786020]").text(description); $(".js-view-count[data-work-id=66786020]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 66786020; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='66786020']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 66786020, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "4a12c2c36cec8b91d393707048e1837b" } } $('.js-work-strip[data-work-id=66786020]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":66786020,"title":"COLIN CHAPMAN and MASS PROPERTIES, Rev. 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</script> <div class="js-work-strip profile--work_container" data-work-id="63295573"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/63295573/MASS_PROPERTIES_and_AUTOMOTIVE_DIRECTIONAL_STABILITY_Rev_B"><img alt="Research paper thumbnail of MASS PROPERTIES and AUTOMOTIVE DIRECTIONAL STABILITY, Rev. B" class="work-thumbnail" src="https://attachments.academia-assets.com/75771686/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/63295573/MASS_PROPERTIES_and_AUTOMOTIVE_DIRECTIONAL_STABILITY_Rev_B">MASS PROPERTIES and AUTOMOTIVE DIRECTIONAL STABILITY, Rev. B</a></div><div class="wp-workCard_item"><span>80th SAWE International Conference</span><span>, 2021</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated"> The quantification of automotive directional stability may be expressed through various stabil...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">The quantification of automotive directional stability may be expressed through various stability metrics, but perhaps the most basic of these automotive stability metrics is the “Understeer Gradient” (Kus). The Understeer Gradient (in degrees or radians per unit gravity) appears extremely uncomplicated when viewed in its most common formulation:<br /><br />                                                          Kus = [Wf / (g Csf)] - [Wr / (g Csr)]<br /><br /> This metric appears to depend only on the front and rear axle weight loads (Wf, Wr), and on the front and rear axle cornering stiffnesses (Csf, Csr). However, those last quantities vary with lateral acceleration, and the nature of that variation is dependent upon many other parameters of which some of the most basic are: Total Weight, Sprung Weight, Unsprung Weight, Forward Unsprung Weight, Rear Unsprung Weight, Total Weight LCG, Sprung Weight LCG, Total Weight VCG, Sprung Weight VCG, Track, Front Track, Rear Track, Roll Stiffness, Front Roll Stiffness, Rear Roll Stiffness, Roll Axis Height, Front Roll Center Height, and Rear Roll Center Height. Note that exactly half of these automotive directional stability parameters as listed herein are mass properties.<br /><br /> The purpose of this paper is to explore, through a skidpad simulation, the relative sensitivity of automotive directional stability (as quantified through the Understeer Gradient) to variation in each of the noted vehicle parameters, with special emphasis on the mass property parameters.<br /><br /> The simulation is constructed in a spreadsheet format from the relevant basic automotive dynamics equations; the normal and lateral loads on the tires are determined as the lateral acceleration is increased incrementally by a small amount (thereby maintaining a “quasi-static” or “steady-state” condition). The normal loads are used for the calculation of the lateral traction force potentials at each tire, with the required (centripetal) lateral traction forces apportioned accordingly. From those required (actual) lateral tire forces the corresponding tire cornering stiffnesses are determined; this determination is based upon a tire model developed through a regression analysis of tire test data. <br /><br /> This construction of a fairly comprehensive lateral acceleration simulation from basic automotive dynamic relationships, instead of depending upon commercial automotive software such as “CarSim” (vehicle model) and Pacjeka “Magic Formula” (tire model), constitutes a unique aspect of this paper; this return to basics hopefully provides a clearer view and understanding of the results than would be the case otherwise. Even more unique is this paper’s emphasis on, and exploration of, the role specific mass property parameters play in determining automotive directional stability.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="a186575ca8c9c21e481cebe049ddda38" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":75771686,"asset_id":63295573,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/75771686/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="63295573"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="63295573"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 63295573; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=63295573]").text(description); $(".js-view-count[data-work-id=63295573]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 63295573; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='63295573']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 63295573, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "a186575ca8c9c21e481cebe049ddda38" } } $('.js-work-strip[data-work-id=63295573]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":63295573,"title":"MASS PROPERTIES and AUTOMOTIVE DIRECTIONAL STABILITY, Rev. B","translated_title":"","metadata":{"abstract":" The quantification of automotive directional stability may be expressed through various stability metrics, but perhaps the most basic of these automotive stability metrics is the “Understeer Gradient” (Kus). The Understeer Gradient (in degrees or radians per unit gravity) appears extremely uncomplicated when viewed in its most common formulation:\n\n Kus = [Wf / (g Csf)] - [Wr / (g Csr)]\n\n\tThis metric appears to depend only on the front and rear axle weight loads (Wf, Wr), and on the front and rear axle cornering stiffnesses (Csf, Csr). However, those last quantities vary with lateral acceleration, and the nature of that variation is dependent upon many other parameters of which some of the most basic are: Total Weight, Sprung Weight, Unsprung Weight, Forward Unsprung Weight, Rear Unsprung Weight, Total Weight LCG, Sprung Weight LCG, Total Weight VCG, Sprung Weight VCG, Track, Front Track, Rear Track, Roll Stiffness, Front Roll Stiffness, Rear Roll Stiffness, Roll Axis Height, Front Roll Center Height, and Rear Roll Center Height. Note that exactly half of these automotive directional stability parameters as listed herein are mass properties.\n\n\tThe purpose of this paper is to explore, through a skidpad simulation, the relative sensitivity of automotive directional stability (as quantified through the Understeer Gradient) to variation in each of the noted vehicle parameters, with special emphasis on the mass property parameters.\n\n\tThe simulation is constructed in a spreadsheet format from the relevant basic automotive dynamics equations; the normal and lateral loads on the tires are determined as the lateral acceleration is increased incrementally by a small amount (thereby maintaining a “quasi-static” or “steady-state” condition). The normal loads are used for the calculation of the lateral traction force potentials at each tire, with the required (centripetal) lateral traction forces apportioned accordingly. From those required (actual) lateral tire forces the corresponding tire cornering stiffnesses are determined; this determination is based upon a tire model developed through a regression analysis of tire test data. \n\n\tThis construction of a fairly comprehensive lateral acceleration simulation from basic automotive dynamic relationships, instead of depending upon commercial automotive software such as “CarSim” (vehicle model) and Pacjeka “Magic Formula” (tire model), constitutes a unique aspect of this paper; this return to basics hopefully provides a clearer view and understanding of the results than would be the case otherwise. Even more unique is this paper’s emphasis on, and exploration of, the role specific mass property parameters play in determining automotive directional stability.\n","more_info":"This paper was originally intended for presentation at the 80th SAWE International Conference at Cocoa Beach FL on October 2-6, 2021. However, due to Covid-19 concerns that Conference was replaced with a SAWE Video Fair held over the internet on November 1-6, 2021; at which time (Nov. 1) this paper was presented. ","publication_date":{"day":null,"month":null,"year":2021,"errors":{}},"publication_name":"80th SAWE International Conference"},"translated_abstract":" The quantification of automotive directional stability may be expressed through various stability metrics, but perhaps the most basic of these automotive stability metrics is the “Understeer Gradient” (Kus). The Understeer Gradient (in degrees or radians per unit gravity) appears extremely uncomplicated when viewed in its most common formulation:\n\n Kus = [Wf / (g Csf)] - [Wr / (g Csr)]\n\n\tThis metric appears to depend only on the front and rear axle weight loads (Wf, Wr), and on the front and rear axle cornering stiffnesses (Csf, Csr). However, those last quantities vary with lateral acceleration, and the nature of that variation is dependent upon many other parameters of which some of the most basic are: Total Weight, Sprung Weight, Unsprung Weight, Forward Unsprung Weight, Rear Unsprung Weight, Total Weight LCG, Sprung Weight LCG, Total Weight VCG, Sprung Weight VCG, Track, Front Track, Rear Track, Roll Stiffness, Front Roll Stiffness, Rear Roll Stiffness, Roll Axis Height, Front Roll Center Height, and Rear Roll Center Height. Note that exactly half of these automotive directional stability parameters as listed herein are mass properties.\n\n\tThe purpose of this paper is to explore, through a skidpad simulation, the relative sensitivity of automotive directional stability (as quantified through the Understeer Gradient) to variation in each of the noted vehicle parameters, with special emphasis on the mass property parameters.\n\n\tThe simulation is constructed in a spreadsheet format from the relevant basic automotive dynamics equations; the normal and lateral loads on the tires are determined as the lateral acceleration is increased incrementally by a small amount (thereby maintaining a “quasi-static” or “steady-state” condition). The normal loads are used for the calculation of the lateral traction force potentials at each tire, with the required (centripetal) lateral traction forces apportioned accordingly. From those required (actual) lateral tire forces the corresponding tire cornering stiffnesses are determined; this determination is based upon a tire model developed through a regression analysis of tire test data. \n\n\tThis construction of a fairly comprehensive lateral acceleration simulation from basic automotive dynamic relationships, instead of depending upon commercial automotive software such as “CarSim” (vehicle model) and Pacjeka “Magic Formula” (tire model), constitutes a unique aspect of this paper; this return to basics hopefully provides a clearer view and understanding of the results than would be the case otherwise. Even more unique is this paper’s emphasis on, and exploration of, the role specific mass property parameters play in determining automotive directional stability.\n","internal_url":"https://www.academia.edu/63295573/MASS_PROPERTIES_and_AUTOMOTIVE_DIRECTIONAL_STABILITY_Rev_B","translated_internal_url":"","created_at":"2021-12-05T20:24:55.972-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":75771686,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/75771686/thumbnails/1.jpg","file_name":"Mass_Properties_and_Automotive_Directional_Stability_3765_Rev_B.pdf","download_url":"https://www.academia.edu/attachments/75771686/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"MASS_PROPERTIES_and_AUTOMOTIVE_DIRECTION.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/75771686/Mass_Properties_and_Automotive_Directional_Stability_3765_Rev_B-libre.pdf?1638767193=\u0026response-content-disposition=attachment%3B+filename%3DMASS_PROPERTIES_and_AUTOMOTIVE_DIRECTION.pdf\u0026Expires=1732360682\u0026Signature=f6njMFnnmoOFsryHXCYYZELjy0jjn-zUl8PVcUpndDGPJdGxOaMxoDr0j7rAOmxe5XU2KOBFYZs5L0ChV9S2f2WfrgzKJPP5~E-E8YFYZNMZtQkMVrW9HaqO7AkL8cPu97zgLeo88wdNdr0IykIC~YazSazKdGzmlHjw3gENK7v-voxhAlmWEzDw47W-tUUZvq~ue7Q3TOcGYUu1m~XQTh53KNoajrQSnoeBtJvJO0wSbwT5sFzexIBvX8yr3l1uingbf4yQbUqlMzSCnVKRgKQmyyQskK-aInACHDh4ZU8vJMT~tv3vlpvAt5R8QrEaF4RvAOXqX3zn3U842e~eGg__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"MASS_PROPERTIES_and_AUTOMOTIVE_DIRECTIONAL_STABILITY_Rev_B","translated_slug":"","page_count":79,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian 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data-click-track="profile-work-strip-title" href="https://www.academia.edu/45001586/The_WEIGHT_and_CG_IMPLICATIONS_of_OBTAINING_MAXIMUM_LATERAL_ACCELERATION_LEVELS">The WEIGHT and CG IMPLICATIONS of OBTAINING MAXIMUM LATERAL ACCELERATION LEVELS</a></div><div class="wp-workCard_item"><span>SAWE Journal "Weight Engineering"</span><span>, 1982</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">This article was originally published in the Winter 1982/83 Issue of the Society of Allied Weight...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">This article was originally published in the Winter 1982/83 Issue of the Society of Allied Weight Engineers (SAWE) Journal, pp. 10 to 15, copyright Brian Paul Wiegand/SAWE. It was the precursor to the SAWE Paper #3528, “Mass Properties and Automotive Lateral Acceleration”, presented in 2011 for the 70th Annual International Conference of the SAWE at Houston Tx. It was also the seed for what ultimately sprouted into the SAWE seminar “Automotive Lateral Dynamics and Mass Properties” given initially at the 2017 SAWE Regional Conference (Irving, Tx), and then again at the 2019 SAWE International Conference (Norfolk, Va).<br />The maximum lateral acceleration level which an automobile can attain in turning is an important index of performance and safety. The obtaining of high maximum acceleration levels has certain inherent weight and center of gravity implications of great significance for the automotive design engineer. The purpose of this article is to examine the physics of automotive turning maneuvers so as to make those weight and c.g. implications explicit.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="2bf6ab585be63a5069d06a38fe766d28" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":65545496,"asset_id":45001586,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/65545496/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="45001586"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="45001586"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 45001586; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=45001586]").text(description); $(".js-view-count[data-work-id=45001586]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 45001586; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='45001586']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 45001586, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "2bf6ab585be63a5069d06a38fe766d28" } } $('.js-work-strip[data-work-id=45001586]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":45001586,"title":"The WEIGHT and CG IMPLICATIONS of OBTAINING MAXIMUM LATERAL ACCELERATION LEVELS","translated_title":"","metadata":{"abstract":"This article was originally published in the Winter 1982/83 Issue of the Society of Allied Weight Engineers (SAWE) Journal, pp. 10 to 15, copyright Brian Paul Wiegand/SAWE. It was the precursor to the SAWE Paper #3528, “Mass Properties and Automotive Lateral Acceleration”, presented in 2011 for the 70th Annual International Conference of the SAWE at Houston Tx. It was also the seed for what ultimately sprouted into the SAWE seminar “Automotive Lateral Dynamics and Mass Properties” given initially at the 2017 SAWE Regional Conference (Irving, Tx), and then again at the 2019 SAWE International Conference (Norfolk, Va).\nThe maximum lateral acceleration level which an automobile can attain in turning is an important index of performance and safety. The obtaining of high maximum acceleration levels has certain inherent weight and center of gravity implications of great significance for the automotive design engineer. The purpose of this article is to examine the physics of automotive turning maneuvers so as to make those weight and c.g. implications explicit.\n","publication_date":{"day":null,"month":null,"year":1982,"errors":{}},"publication_name":"SAWE Journal \"Weight Engineering\""},"translated_abstract":"This article was originally published in the Winter 1982/83 Issue of the Society of Allied Weight Engineers (SAWE) Journal, pp. 10 to 15, copyright Brian Paul Wiegand/SAWE. It was the precursor to the SAWE Paper #3528, “Mass Properties and Automotive Lateral Acceleration”, presented in 2011 for the 70th Annual International Conference of the SAWE at Houston Tx. It was also the seed for what ultimately sprouted into the SAWE seminar “Automotive Lateral Dynamics and Mass Properties” given initially at the 2017 SAWE Regional Conference (Irving, Tx), and then again at the 2019 SAWE International Conference (Norfolk, Va).\nThe maximum lateral acceleration level which an automobile can attain in turning is an important index of performance and safety. The obtaining of high maximum acceleration levels has certain inherent weight and center of gravity implications of great significance for the automotive design engineer. The purpose of this article is to examine the physics of automotive turning maneuvers so as to make those weight and c.g. implications explicit.\n","internal_url":"https://www.academia.edu/45001586/The_WEIGHT_and_CG_IMPLICATIONS_of_OBTAINING_MAXIMUM_LATERAL_ACCELERATION_LEVELS","translated_internal_url":"","created_at":"2021-01-28T16:27:20.477-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":65545496,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/65545496/thumbnails/1.jpg","file_name":"The_Wt_CG_Implications_of_Max_Lat_Accel.pdf","download_url":"https://www.academia.edu/attachments/65545496/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"The_WEIGHT_and_CG_IMPLICATIONS_of_OBTAIN.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/65545496/The_Wt_CG_Implications_of_Max_Lat_Accel-libre.pdf?1611882721=\u0026response-content-disposition=attachment%3B+filename%3DThe_WEIGHT_and_CG_IMPLICATIONS_of_OBTAIN.pdf\u0026Expires=1732417189\u0026Signature=CJae9jNKEWGfwiubWw~Y3m~-WrKTnzUJOIGIhDWldh4aPUCji8ft-9jX~kr3wwpFwc5siHFEBgOxdmlcz7AjZBbfzmmvIlBIiCrzAn0YEW7mvG-~GDQFtKr855y-c7jvORl-niesruISzQJGA9~vFtZlOcqIn594gelmAOcix6SLY9Wjfq9~wYo5uuwN9qkcGy~7CnQhyrLVT55Lw1qHhOxYv1OTdPNMGAtsSFAU9RnT8zPbmXPEXhqcZhj-OItEU6LqXFC0NmmPzKDPiIRvm-kaOeWAVuuIijTwa5Ypz63cWkPS4RITOmN2X6OMMAg9VvaYglHPVbe1H8GZmcoMxg__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"The_WEIGHT_and_CG_IMPLICATIONS_of_OBTAINING_MAXIMUM_LATERAL_ACCELERATION_LEVELS","translated_slug":"","page_count":22,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":65545496,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/65545496/thumbnails/1.jpg","file_name":"The_Wt_CG_Implications_of_Max_Lat_Accel.pdf","download_url":"https://www.academia.edu/attachments/65545496/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"The_WEIGHT_and_CG_IMPLICATIONS_of_OBTAIN.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/65545496/The_Wt_CG_Implications_of_Max_Lat_Accel-libre.pdf?1611882721=\u0026response-content-disposition=attachment%3B+filename%3DThe_WEIGHT_and_CG_IMPLICATIONS_of_OBTAIN.pdf\u0026Expires=1732417189\u0026Signature=CJae9jNKEWGfwiubWw~Y3m~-WrKTnzUJOIGIhDWldh4aPUCji8ft-9jX~kr3wwpFwc5siHFEBgOxdmlcz7AjZBbfzmmvIlBIiCrzAn0YEW7mvG-~GDQFtKr855y-c7jvORl-niesruISzQJGA9~vFtZlOcqIn594gelmAOcix6SLY9Wjfq9~wYo5uuwN9qkcGy~7CnQhyrLVT55Lw1qHhOxYv1OTdPNMGAtsSFAU9RnT8zPbmXPEXhqcZhj-OItEU6LqXFC0NmmPzKDPiIRvm-kaOeWAVuuIijTwa5Ypz63cWkPS4RITOmN2X6OMMAg9VvaYglHPVbe1H8GZmcoMxg__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":60,"name":"Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Mechanical_Engineering"},{"id":89,"name":"Automotive Systems Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Systems_Engineering"},{"id":22920,"name":"Automobile","url":"https://www.academia.edu/Documents/in/Automobile"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":60144,"name":"Automotive","url":"https://www.academia.edu/Documents/in/Automotive"},{"id":118287,"name":"Automobile Engineering","url":"https://www.academia.edu/Documents/in/Automobile_Engineering"},{"id":258385,"name":"Automotive Technology","url":"https://www.academia.edu/Documents/in/Automotive_Technology"},{"id":317650,"name":"Automobile Design","url":"https://www.academia.edu/Documents/in/Automobile_Design"},{"id":852033,"name":"Mass Properties Analysis and Control","url":"https://www.academia.edu/Documents/in/Mass_Properties_Analysis_and_Control"},{"id":852034,"name":"Automotive Dynamics","url":"https://www.academia.edu/Documents/in/Automotive_Dynamics"},{"id":1330731,"name":"Mechanical Engineering and Automobile Technology","url":"https://www.academia.edu/Documents/in/Mechanical_Engineering_and_Automobile_Technology"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="35705956"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/35705956/NOTES_on_TIRE_BEHAVIOR_Rev_D"><img alt="Research paper thumbnail of NOTES on TIRE BEHAVIOR, Rev. D" class="work-thumbnail" src="https://attachments.academia-assets.com/55578070/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/35705956/NOTES_on_TIRE_BEHAVIOR_Rev_D">NOTES on TIRE BEHAVIOR, Rev. D</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">The primary forces which determine the dynamic behavior of aircraft are aerodynamic forces genera...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">The primary forces which determine the dynamic behavior of aircraft are aerodynamic forces generated by pressure differentials acting over the aerosurface areas. In contrast, the primary forces which determine the dynamic behavior of automobiles are friction forces generated by contact pressure acting over the tire-to-road contact areas.<br />It is the tires that transmit the forces that accelerate, decelerate, and maneuver the automotive road vehicle. It is the tires that play a major role in isolating the vehicle, its cargo and passengers, from the shock and vibration effects of road surface irregularities. Last, but not least, the tires play an absolutely critical role in providing vehicle directional stability. What tires do is necessary and very complex, so much so that in nearly 125 years of development no adequate substitute has been found for the pneumatic-elastic rubber and cord structure known as the tire. The tire has prevailed over all those years, undergoing innumerable improvements and refinements, despite still not being fully understood in its mechanisms and behavior.<br />This document attempts to fully explain and understand tire mechanisms and behavior, and is an excerpt from a larger work entitled "Mass Properties and Advanced Automotive Design"  presented at the 74th Annual International Conference of the Society of Allied Weight Engineers Inc. in May 2015. That paper, and this excerpt, have undergone considerable revision since then in an ongoing attempt to eliminate all spelling, grammatical, typographical, and other errors.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="431a997538e4b1ede2183858018f538c" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":55578070,"asset_id":35705956,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/55578070/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="35705956"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="35705956"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 35705956; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=35705956]").text(description); $(".js-view-count[data-work-id=35705956]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 35705956; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='35705956']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 35705956, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "431a997538e4b1ede2183858018f538c" } } $('.js-work-strip[data-work-id=35705956]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":35705956,"title":"NOTES on TIRE BEHAVIOR, Rev. D","translated_title":"","metadata":{"abstract":"The primary forces which determine the dynamic behavior of aircraft are aerodynamic forces generated by pressure differentials acting over the aerosurface areas. In contrast, the primary forces which determine the dynamic behavior of automobiles are friction forces generated by contact pressure acting over the tire-to-road contact areas.\nIt is the tires that transmit the forces that accelerate, decelerate, and maneuver the automotive road vehicle. It is the tires that play a major role in isolating the vehicle, its cargo and passengers, from the shock and vibration effects of road surface irregularities. Last, but not least, the tires play an absolutely critical role in providing vehicle directional stability. What tires do is necessary and very complex, so much so that in nearly 125 years of development no adequate substitute has been found for the pneumatic-elastic rubber and cord structure known as the tire. The tire has prevailed over all those years, undergoing innumerable improvements and refinements, despite still not being fully understood in its mechanisms and behavior.\nThis document attempts to fully explain and understand tire mechanisms and behavior, and is an excerpt from a larger work entitled \"Mass Properties and Advanced Automotive Design\" presented at the 74th Annual International Conference of the Society of Allied Weight Engineers Inc. in May 2015. That paper, and this excerpt, have undergone considerable revision since then in an ongoing attempt to eliminate all spelling, grammatical, typographical, and other errors. \n\n"},"translated_abstract":"The primary forces which determine the dynamic behavior of aircraft are aerodynamic forces generated by pressure differentials acting over the aerosurface areas. In contrast, the primary forces which determine the dynamic behavior of automobiles are friction forces generated by contact pressure acting over the tire-to-road contact areas.\nIt is the tires that transmit the forces that accelerate, decelerate, and maneuver the automotive road vehicle. It is the tires that play a major role in isolating the vehicle, its cargo and passengers, from the shock and vibration effects of road surface irregularities. Last, but not least, the tires play an absolutely critical role in providing vehicle directional stability. What tires do is necessary and very complex, so much so that in nearly 125 years of development no adequate substitute has been found for the pneumatic-elastic rubber and cord structure known as the tire. The tire has prevailed over all those years, undergoing innumerable improvements and refinements, despite still not being fully understood in its mechanisms and behavior.\nThis document attempts to fully explain and understand tire mechanisms and behavior, and is an excerpt from a larger work entitled \"Mass Properties and Advanced Automotive Design\" presented at the 74th Annual International Conference of the Society of Allied Weight Engineers Inc. in May 2015. That paper, and this excerpt, have undergone considerable revision since then in an ongoing attempt to eliminate all spelling, grammatical, typographical, and other errors. \n\n","internal_url":"https://www.academia.edu/35705956/NOTES_on_TIRE_BEHAVIOR_Rev_D","translated_internal_url":"","created_at":"2018-01-18T18:09:47.285-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":55578070,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/55578070/thumbnails/1.jpg","file_name":"NOTES_on_TIRE_BEHAVIOR_Rev_D.pdf","download_url":"https://www.academia.edu/attachments/55578070/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"NOTES_on_TIRE_BEHAVIOR_Rev_D.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/55578070/NOTES_on_TIRE_BEHAVIOR_Rev_D-libre.pdf?1516328253=\u0026response-content-disposition=attachment%3B+filename%3DNOTES_on_TIRE_BEHAVIOR_Rev_D.pdf\u0026Expires=1732395242\u0026Signature=blPYcRtBKp3xiZToH3AZ3c6nMcGeuS2BdpcUZGwHHfNl0mDE-Wg4xnDuiueBiycWt0XggthSxjuFPSgpCXnEC89gusVKhljtcsTa6hGGHNtnMlVrqgswx4knB6K5NMTJohwpzthwWwhnpGhSZ3NOEfSR-UtMDbUgmyqTXoTj3MZI7R3snLrkZRzugA9yvC6VN~UjDguZP8qknL99-U0TMzbJonHBhVZRVtNj65LtHDIptrvvf5ezqA2BA7E8czTdp~66eeC~xTFsg1atA12gYIWDREc7Ax3b5c23O8Q3wVHzBy11NCIDwASKsBrcA2gDnLquK1yJMbxV1Yk8sakQrw__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"NOTES_on_TIRE_BEHAVIOR_Rev_D","translated_slug":"","page_count":69,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":55578070,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/55578070/thumbnails/1.jpg","file_name":"NOTES_on_TIRE_BEHAVIOR_Rev_D.pdf","download_url":"https://www.academia.edu/attachments/55578070/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"NOTES_on_TIRE_BEHAVIOR_Rev_D.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/55578070/NOTES_on_TIRE_BEHAVIOR_Rev_D-libre.pdf?1516328253=\u0026response-content-disposition=attachment%3B+filename%3DNOTES_on_TIRE_BEHAVIOR_Rev_D.pdf\u0026Expires=1732395242\u0026Signature=blPYcRtBKp3xiZToH3AZ3c6nMcGeuS2BdpcUZGwHHfNl0mDE-Wg4xnDuiueBiycWt0XggthSxjuFPSgpCXnEC89gusVKhljtcsTa6hGGHNtnMlVrqgswx4knB6K5NMTJohwpzthwWwhnpGhSZ3NOEfSR-UtMDbUgmyqTXoTj3MZI7R3snLrkZRzugA9yvC6VN~UjDguZP8qknL99-U0TMzbJonHBhVZRVtNj65LtHDIptrvvf5ezqA2BA7E8czTdp~66eeC~xTFsg1atA12gYIWDREc7Ax3b5c23O8Q3wVHzBy11NCIDwASKsBrcA2gDnLquK1yJMbxV1Yk8sakQrw__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":45666,"name":"Automobiles","url":"https://www.academia.edu/Documents/in/Automobiles"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":118287,"name":"Automobile Engineering","url":"https://www.academia.edu/Documents/in/Automobile_Engineering"},{"id":258385,"name":"Automotive Technology","url":"https://www.academia.edu/Documents/in/Automotive_Technology"},{"id":317650,"name":"Automobile Design","url":"https://www.academia.edu/Documents/in/Automobile_Design"},{"id":1400541,"name":"Automotive Acceleration","url":"https://www.academia.edu/Documents/in/Automotive_Acceleration"},{"id":1804058,"name":"Mechanics of Tires","url":"https://www.academia.edu/Documents/in/Mechanics_of_Tires"},{"id":2466697,"name":"Rubber tires","url":"https://www.academia.edu/Documents/in/Rubber_tires"},{"id":2786645,"name":"automotive lateral acceleration","url":"https://www.academia.edu/Documents/in/automotive_lateral_acceleration"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="15181298"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/15181298/ESTIMATION_of_the_ROLLING_RESISTANCE_of_TIRES"><img alt="Research paper thumbnail of ESTIMATION of the ROLLING RESISTANCE of TIRES" class="work-thumbnail" src="https://attachments.academia-assets.com/38572291/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/15181298/ESTIMATION_of_the_ROLLING_RESISTANCE_of_TIRES">ESTIMATION of the ROLLING RESISTANCE of TIRES</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Evaluation of the performance potential of an automotive conceptual design requires some initial ...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Evaluation of the performance potential of an automotive conceptual design requires some initial quantitative estimate of numerous relevant parameters. Such parameters include the vehicle mass properties, frontal and plan areas, aero drag and lift coefficients, available horsepower and torque, and various tire characteristics such as the rolling resistance...<br />A number of rolling resistance models have been advanced since Robert William Thomson first patented the pneumatic rubber tire in 1845, most of them developed in the twentieth century. Most early models only crudely approximate tire rolling resistance behavior over a limited range of operation, while the latest models overcome those limitations but often at the expense of extreme complexity requiring significant computer resources. No model extant seems well suited to the task of providing a methodology for the estimation of a tire’s rolling resistance that is simple to use yet accurate enough for modern conceptual design evaluation.<br /> It is the intent of this paper to suggest a methodology by which this seeming deficiency may be rectified.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="d6bb74fc9f5bfa2bfc75d7fbd1352e82" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":38572291,"asset_id":15181298,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/38572291/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="15181298"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="15181298"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 15181298; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=15181298]").text(description); $(".js-view-count[data-work-id=15181298]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 15181298; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='15181298']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 15181298, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "d6bb74fc9f5bfa2bfc75d7fbd1352e82" } } $('.js-work-strip[data-work-id=15181298]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":15181298,"title":"ESTIMATION of the ROLLING RESISTANCE of TIRES","translated_title":"","metadata":{"abstract":"Evaluation of the performance potential of an automotive conceptual design requires some initial quantitative estimate of numerous relevant parameters. Such parameters include the vehicle mass properties, frontal and plan areas, aero drag and lift coefficients, available horsepower and torque, and various tire characteristics such as the rolling resistance...\nA number of rolling resistance models have been advanced since Robert William Thomson first patented the pneumatic rubber tire in 1845, most of them developed in the twentieth century. Most early models only crudely approximate tire rolling resistance behavior over a limited range of operation, while the latest models overcome those limitations but often at the expense of extreme complexity requiring significant computer resources. No model extant seems well suited to the task of providing a methodology for the estimation of a tire’s rolling resistance that is simple to use yet accurate enough for modern conceptual design evaluation.\n It is the intent of this paper to suggest a methodology by which this seeming deficiency may be rectified.\n"},"translated_abstract":"Evaluation of the performance potential of an automotive conceptual design requires some initial quantitative estimate of numerous relevant parameters. Such parameters include the vehicle mass properties, frontal and plan areas, aero drag and lift coefficients, available horsepower and torque, and various tire characteristics such as the rolling resistance...\nA number of rolling resistance models have been advanced since Robert William Thomson first patented the pneumatic rubber tire in 1845, most of them developed in the twentieth century. Most early models only crudely approximate tire rolling resistance behavior over a limited range of operation, while the latest models overcome those limitations but often at the expense of extreme complexity requiring significant computer resources. No model extant seems well suited to the task of providing a methodology for the estimation of a tire’s rolling resistance that is simple to use yet accurate enough for modern conceptual design evaluation.\n It is the intent of this paper to suggest a methodology by which this seeming deficiency may be rectified.\n","internal_url":"https://www.academia.edu/15181298/ESTIMATION_of_the_ROLLING_RESISTANCE_of_TIRES","translated_internal_url":"","created_at":"2015-08-25T20:16:41.635-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":38572291,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/38572291/thumbnails/1.jpg","file_name":"SAE_ROLLING_RESISTANCE_PAPER_NUMBER_TBD.pdf","download_url":"https://www.academia.edu/attachments/38572291/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"ESTIMATION_of_the_ROLLING_RESISTANCE_of.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/38572291/SAE_ROLLING_RESISTANCE_PAPER_NUMBER_TBD-libre.pdf?1440558581=\u0026response-content-disposition=attachment%3B+filename%3DESTIMATION_of_the_ROLLING_RESISTANCE_of.pdf\u0026Expires=1732417189\u0026Signature=b1PLg1oRCuHzdfSvogEQpwWbf51ddLuQPFcvHlS23TKqTzzw~E9Wm0M5n6e-YTystPFSOhvPGlEQgsFOJwdpHHCv6wehxv1g1JdQzILwHsoWrP4LifBIP~TQEUhxdIzp48B6~xUX91SMyW10oLOym9mYberr70yN32DTe3xAMk21JQLeKJ~9ypY6qX8BB8JSQzCWscLf-DuL0mN7gHQAtid7765YLDXXSzGWPGjRh4ftjPagUCjDJDSAlFit~M0trMKGgDWY~1oo4~QdS9i43gQFxCXxaOnIvTFH~fjYP3ztZEhXCH-nwcMfJNlEVgcLRPR4tYqQTaUsRhohbyc3IQ__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"ESTIMATION_of_the_ROLLING_RESISTANCE_of_TIRES","translated_slug":"","page_count":8,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":38572291,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/38572291/thumbnails/1.jpg","file_name":"SAE_ROLLING_RESISTANCE_PAPER_NUMBER_TBD.pdf","download_url":"https://www.academia.edu/attachments/38572291/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"ESTIMATION_of_the_ROLLING_RESISTANCE_of.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/38572291/SAE_ROLLING_RESISTANCE_PAPER_NUMBER_TBD-libre.pdf?1440558581=\u0026response-content-disposition=attachment%3B+filename%3DESTIMATION_of_the_ROLLING_RESISTANCE_of.pdf\u0026Expires=1732417189\u0026Signature=b1PLg1oRCuHzdfSvogEQpwWbf51ddLuQPFcvHlS23TKqTzzw~E9Wm0M5n6e-YTystPFSOhvPGlEQgsFOJwdpHHCv6wehxv1g1JdQzILwHsoWrP4LifBIP~TQEUhxdIzp48B6~xUX91SMyW10oLOym9mYberr70yN32DTe3xAMk21JQLeKJ~9ypY6qX8BB8JSQzCWscLf-DuL0mN7gHQAtid7765YLDXXSzGWPGjRh4ftjPagUCjDJDSAlFit~M0trMKGgDWY~1oo4~QdS9i43gQFxCXxaOnIvTFH~fjYP3ztZEhXCH-nwcMfJNlEVgcLRPR4tYqQTaUsRhohbyc3IQ__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":60,"name":"Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Mechanical_Engineering"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":199365,"name":"Tires","url":"https://www.academia.edu/Documents/in/Tires"},{"id":258385,"name":"Automotive Technology","url":"https://www.academia.edu/Documents/in/Automotive_Technology"},{"id":785073,"name":"Automotive Suspension Design","url":"https://www.academia.edu/Documents/in/Automotive_Suspension_Design"},{"id":852034,"name":"Automotive Dynamics","url":"https://www.academia.edu/Documents/in/Automotive_Dynamics"},{"id":1222521,"name":"Rolling Resistance, Fuel Economy, Non-Pneumatic Tires","url":"https://www.academia.edu/Documents/in/Rolling_Resistance_Fuel_Economy_Non-Pneumatic_Tires"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="12214866"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/12214866/MASS_PROPERTIES_and_AUTOMOTIVE_CRASH_SURVIVAL"><img alt="Research paper thumbnail of MASS PROPERTIES and AUTOMOTIVE CRASH SURVIVAL" class="work-thumbnail" src="https://attachments.academia-assets.com/37492874/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/12214866/MASS_PROPERTIES_and_AUTOMOTIVE_CRASH_SURVIVAL">MASS PROPERTIES and AUTOMOTIVE CRASH SURVIVAL</a></div><div class="wp-workCard_item"><span>74th SAWE International Conference, Alexandria VA, 18 May 2015 </span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Problems in dynamics may be solved by any one or more of three basic methods: force and accelerat...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Problems in dynamics may be solved by any one or more of three basic methods: force and acceleration (F=m a), work and kinetic energy (Fd=½ mV^2), impulse and momentum (〖Imp〗_(1→2)=mV_2-mV_1); these are just different ways of looking at a common underlying reality . The method(s) used to investigate a particular dynamics problem depends upon the specific nature of the problem. Problems involving that most severe form of automotive longitudinal deceleration, crashing, are no exception. <br />Even at the most elementary level, as represented by the previous equations, the unifying role of mass properties is evident. Notable in the basic formulae of all three methods for the solution of problems in dynamics is the common parameter “m” (mass). However, this represents just the “tip of the iceberg”; at the detailed level representative of actual engineering problems the full role played by mass properties is often revealed to be far more complicated than that indicated by such simple basic equations. <br />  For instance, an automobile traveling at a particular velocity will possess a certain amount of kinetic energy which must be dissipated for the vehicle to come to a stop. The dissipation can be controlled and orderly as in the case of braking a car to a stop at an intersection, or it can be somewhat more violent as in the case of a collision with a concrete abutment. In both cases the outcome is directly dependent upon the magnitude of the kinetic energy involved. Initially the mass properties involvement seems to be very simple: the kinetic energy of any body of mass “m” moving at a velocity “V” is expressible as “½ mV^2”; to come to a stop that energy must be dissipated through the work done by a deceleration force “F” times the distance “d” traveled during the deceleration. <br />However, the kinetic energy possessed by an automobile is much more than would be indicated by a simple determination of its mass “m” from its weight (“m= W/g”). Many components of an automobile possess not only translational kinetic energy, but rotational as well. Thus the simple mass “m” is not the appropriate value needed for kinetic energy determination; there is a greater value “me”, termed the “effective mass”. The calculation of “me” involves the rotational inertia of such components as the wheels, tires, brakes, shafts, bearings, etc. <br />Thus not only the mass of the automobile as a whole, but that of various components, come into play when calculating the amount of kinetic energy which, in turn, determines the magnitude of the deceleration forces required to affect a complete stop in a certain distance. When the deceleration is a matter of braking, certain other vehicle mass properties come into play:  the vehicle longitudinal, lateral, and vertical CG. When the deceleration is a matter of crashing, then the vehicle mass density and mass density distribution also have significance. <br />The purpose of this paper is to make explicit the exact role that all the mass properties play in determining the automotive deceleration performance during a crash. This has a direct bearing on the survivability of a crash, which can be enhanced through thoughtful mass properties engineering.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="79f3aaa0d005eecb91142c6ff3208b58" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":37492874,"asset_id":12214866,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/37492874/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="12214866"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="12214866"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 12214866; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=12214866]").text(description); $(".js-view-count[data-work-id=12214866]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 12214866; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='12214866']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 12214866, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "79f3aaa0d005eecb91142c6ff3208b58" } } $('.js-work-strip[data-work-id=12214866]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":12214866,"title":"MASS PROPERTIES and AUTOMOTIVE CRASH SURVIVAL","translated_title":"","metadata":{"abstract":"Problems in dynamics may be solved by any one or more of three basic methods: force and acceleration (F=m a), work and kinetic energy (Fd=½ mV^2), impulse and momentum (〖Imp〗_(1→2)=mV_2-mV_1); these are just different ways of looking at a common underlying reality . The method(s) used to investigate a particular dynamics problem depends upon the specific nature of the problem. Problems involving that most severe form of automotive longitudinal deceleration, crashing, are no exception.\r\nEven at the most elementary level, as represented by the previous equations, the unifying role of mass properties is evident. Notable in the basic formulae of all three methods for the solution of problems in dynamics is the common parameter “m” (mass). However, this represents just the “tip of the iceberg”; at the detailed level representative of actual engineering problems the full role played by mass properties is often revealed to be far more complicated than that indicated by such simple basic equations.\r\n \tFor instance, an automobile traveling at a particular velocity will possess a certain amount of kinetic energy which must be dissipated for the vehicle to come to a stop. The dissipation can be controlled and orderly as in the case of braking a car to a stop at an intersection, or it can be somewhat more violent as in the case of a collision with a concrete abutment. In both cases the outcome is directly dependent upon the magnitude of the kinetic energy involved. Initially the mass properties involvement seems to be very simple: the kinetic energy of any body of mass “m” moving at a velocity “V” is expressible as “½ mV^2”; to come to a stop that energy must be dissipated through the work done by a deceleration force “F” times the distance “d” traveled during the deceleration. \r\nHowever, the kinetic energy possessed by an automobile is much more than would be indicated by a simple determination of its mass “m” from its weight (“m= W/g”). Many components of an automobile possess not only translational kinetic energy, but rotational as well. Thus the simple mass “m” is not the appropriate value needed for kinetic energy determination; there is a greater value “me”, termed the “effective mass”. The calculation of “me” involves the rotational inertia of such components as the wheels, tires, brakes, shafts, bearings, etc. \r\nThus not only the mass of the automobile as a whole, but that of various components, come into play when calculating the amount of kinetic energy which, in turn, determines the magnitude of the deceleration forces required to affect a complete stop in a certain distance. When the deceleration is a matter of braking, certain other vehicle mass properties come into play: the vehicle longitudinal, lateral, and vertical CG. When the deceleration is a matter of crashing, then the vehicle mass density and mass density distribution also have significance. \r\nThe purpose of this paper is to make explicit the exact role that all the mass properties play in determining the automotive deceleration performance during a crash. This has a direct bearing on the survivability of a crash, which can be enhanced through thoughtful mass properties engineering.\r\n","more_info":"Mass Properties, Weight, Effective Mass, Delta-Velocity, Kinetic Energy, Crush Distance, Barrier Crash, Head-On Crash, Structural Stiffness, Ramp Function, Progressive Collapse, Constant Force Function, Restraint, Packaging, Inviolate Passenger Space, Deceleration, Position, Rate of Onset","publication_name":"74th SAWE International Conference, Alexandria VA, 18 May 2015 "},"translated_abstract":"Problems in dynamics may be solved by any one or more of three basic methods: force and acceleration (F=m a), work and kinetic energy (Fd=½ mV^2), impulse and momentum (〖Imp〗_(1→2)=mV_2-mV_1); these are just different ways of looking at a common underlying reality . The method(s) used to investigate a particular dynamics problem depends upon the specific nature of the problem. Problems involving that most severe form of automotive longitudinal deceleration, crashing, are no exception.\r\nEven at the most elementary level, as represented by the previous equations, the unifying role of mass properties is evident. Notable in the basic formulae of all three methods for the solution of problems in dynamics is the common parameter “m” (mass). However, this represents just the “tip of the iceberg”; at the detailed level representative of actual engineering problems the full role played by mass properties is often revealed to be far more complicated than that indicated by such simple basic equations.\r\n \tFor instance, an automobile traveling at a particular velocity will possess a certain amount of kinetic energy which must be dissipated for the vehicle to come to a stop. The dissipation can be controlled and orderly as in the case of braking a car to a stop at an intersection, or it can be somewhat more violent as in the case of a collision with a concrete abutment. In both cases the outcome is directly dependent upon the magnitude of the kinetic energy involved. Initially the mass properties involvement seems to be very simple: the kinetic energy of any body of mass “m” moving at a velocity “V” is expressible as “½ mV^2”; to come to a stop that energy must be dissipated through the work done by a deceleration force “F” times the distance “d” traveled during the deceleration. \r\nHowever, the kinetic energy possessed by an automobile is much more than would be indicated by a simple determination of its mass “m” from its weight (“m= W/g”). Many components of an automobile possess not only translational kinetic energy, but rotational as well. Thus the simple mass “m” is not the appropriate value needed for kinetic energy determination; there is a greater value “me”, termed the “effective mass”. The calculation of “me” involves the rotational inertia of such components as the wheels, tires, brakes, shafts, bearings, etc. \r\nThus not only the mass of the automobile as a whole, but that of various components, come into play when calculating the amount of kinetic energy which, in turn, determines the magnitude of the deceleration forces required to affect a complete stop in a certain distance. When the deceleration is a matter of braking, certain other vehicle mass properties come into play: the vehicle longitudinal, lateral, and vertical CG. When the deceleration is a matter of crashing, then the vehicle mass density and mass density distribution also have significance. \r\nThe purpose of this paper is to make explicit the exact role that all the mass properties play in determining the automotive deceleration performance during a crash. This has a direct bearing on the survivability of a crash, which can be enhanced through thoughtful mass properties engineering.\r\n","internal_url":"https://www.academia.edu/12214866/MASS_PROPERTIES_and_AUTOMOTIVE_CRASH_SURVIVAL","translated_internal_url":"","created_at":"2015-05-03T19:33:23.531-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":37492874,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/37492874/thumbnails/1.jpg","file_name":"MASS_PROPERTIES___AUTOMOTIVE_CRASH_SURVIVAL__3634-signed.pdf","download_url":"https://www.academia.edu/attachments/37492874/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"MASS_PROPERTIES_and_AUTOMOTIVE_CRASH_SUR.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/37492874/MASS_PROPERTIES___AUTOMOTIVE_CRASH_SURVIVAL__3634-signed-libre.pdf?1430706530=\u0026response-content-disposition=attachment%3B+filename%3DMASS_PROPERTIES_and_AUTOMOTIVE_CRASH_SUR.pdf\u0026Expires=1732360682\u0026Signature=AfyTplAy7NB6sUOghN3i4JrsztEtwoV8rCUB6GkNiMzvWd5tuxqhlU61j29QNgWY08yQt5VtXq3sDnhrWMnPYZuakjqzenSaolGPUf~4VQvb~6r33IwhT738Sx8vl9nwS8S2ACYS5TwqezcgRMsugaklwzyTw3kuao~BNlzNW0uAqVViRV5PggA56yXf18nplSPu18y8dTWP7rfIm-0X6kmjmfdKKq7mnbz9uf~Aum-vMez54YGSJ1XhX9GDmbeuuNllXCFMv65X~YwFyRhjn0fr1lX0exFwp0poy-YmwFLFuzSUAB8m70IiSar-NT~nigV8siSIKQqcf7n-zsGPoQ__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"MASS_PROPERTIES_and_AUTOMOTIVE_CRASH_SURVIVAL","translated_slug":"","page_count":145,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":37492874,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/37492874/thumbnails/1.jpg","file_name":"MASS_PROPERTIES___AUTOMOTIVE_CRASH_SURVIVAL__3634-signed.pdf","download_url":"https://www.academia.edu/attachments/37492874/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"MASS_PROPERTIES_and_AUTOMOTIVE_CRASH_SUR.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/37492874/MASS_PROPERTIES___AUTOMOTIVE_CRASH_SURVIVAL__3634-signed-libre.pdf?1430706530=\u0026response-content-disposition=attachment%3B+filename%3DMASS_PROPERTIES_and_AUTOMOTIVE_CRASH_SUR.pdf\u0026Expires=1732360682\u0026Signature=AfyTplAy7NB6sUOghN3i4JrsztEtwoV8rCUB6GkNiMzvWd5tuxqhlU61j29QNgWY08yQt5VtXq3sDnhrWMnPYZuakjqzenSaolGPUf~4VQvb~6r33IwhT738Sx8vl9nwS8S2ACYS5TwqezcgRMsugaklwzyTw3kuao~BNlzNW0uAqVViRV5PggA56yXf18nplSPu18y8dTWP7rfIm-0X6kmjmfdKKq7mnbz9uf~Aum-vMez54YGSJ1XhX9GDmbeuuNllXCFMv65X~YwFyRhjn0fr1lX0exFwp0poy-YmwFLFuzSUAB8m70IiSar-NT~nigV8siSIKQqcf7n-zsGPoQ__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":60,"name":"Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Mechanical_Engineering"},{"id":89,"name":"Automotive Systems Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Systems_Engineering"},{"id":6792,"name":"Automobile Safety","url":"https://www.academia.edu/Documents/in/Automobile_Safety"},{"id":9442,"name":"Road Traffic Crashes","url":"https://www.academia.edu/Documents/in/Road_Traffic_Crashes"},{"id":22920,"name":"Automobile","url":"https://www.academia.edu/Documents/in/Automobile"},{"id":45666,"name":"Automobiles","url":"https://www.academia.edu/Documents/in/Automobiles"},{"id":46766,"name":"Crashworthiness and Impact","url":"https://www.academia.edu/Documents/in/Crashworthiness_and_Impact"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":60144,"name":"Automotive","url":"https://www.academia.edu/Documents/in/Automotive"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":118287,"name":"Automobile Engineering","url":"https://www.academia.edu/Documents/in/Automobile_Engineering"},{"id":171169,"name":"Automotive active safety","url":"https://www.academia.edu/Documents/in/Automotive_active_safety"},{"id":222732,"name":"Automobile Manufacturing Industry","url":"https://www.academia.edu/Documents/in/Automobile_Manufacturing_Industry"},{"id":436785,"name":"Crash Safety","url":"https://www.academia.edu/Documents/in/Crash_Safety"},{"id":723753,"name":"Automotive Safety","url":"https://www.academia.edu/Documents/in/Automotive_Safety"},{"id":852033,"name":"Mass Properties Analysis and Control","url":"https://www.academia.edu/Documents/in/Mass_Properties_Analysis_and_Control"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="9871311"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/9871311/AUTOMOTIVE_CONSTANT_and_PROGRESSIVE_FORCE_CRASHES"><img alt="Research paper thumbnail of AUTOMOTIVE CONSTANT and PROGRESSIVE FORCE CRASHES" class="work-thumbnail" src="https://attachments.academia-assets.com/36032851/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/9871311/AUTOMOTIVE_CONSTANT_and_PROGRESSIVE_FORCE_CRASHES">AUTOMOTIVE CONSTANT and PROGRESSIVE FORCE CRASHES</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated"> The crash of an automobile into an immovable object is an event of only a little more t...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">The crash of an automobile into an immovable object is an event of only a little more than a tenth of a second in duration. During that time the structure of the vehicle is deformed in a random series of resistance force spurts and lapses until the work energy (force × deformation) expended during deformation roughly equals the vehicle kinetic energy at the moment of contact. Since the deceleration “a” is equal to the deformation resistance force “F” divided by the vehicle mass “m”, the deceleration history also constitutes a random series of spurts and lapses.  <br /> The deceleration magnitude and duration has a direct bearing on the survivability of a crash, as does the magnitude and duration of the rate of change in deceleration “j” known as “jerk” (“j = Δa/Δt”). In the interest of human survivability, modern automotive structures are designed so as to smoothly decelerate the vehicle as much as possible, i.e., with a minimum of “jerk”, while keeping deceleration magnitude and duration within reasonable limits. The two most common force-deformation models utilized to achieve such deceleration are the constant force deformation model and the progressive force deformation model; the former is used mostly for energy absorbing bumper design and the latter for the automotive structure proper, hence the significance of this mathematical study of the properties of these models.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="49e93de1a1babc1263f03b92e088db5e" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":36032851,"asset_id":9871311,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/36032851/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="9871311"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="9871311"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 9871311; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=9871311]").text(description); $(".js-view-count[data-work-id=9871311]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 9871311; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='9871311']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 9871311, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "49e93de1a1babc1263f03b92e088db5e" } } $('.js-work-strip[data-work-id=9871311]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":9871311,"title":"AUTOMOTIVE CONSTANT and PROGRESSIVE FORCE CRASHES","translated_title":"","metadata":{"abstract":" The crash of an automobile into an immovable object is an event of only a little more than a tenth of a second in duration. During that time the structure of the vehicle is deformed in a random series of resistance force spurts and lapses until the work energy (force × deformation) expended during deformation roughly equals the vehicle kinetic energy at the moment of contact. Since the deceleration “a” is equal to the deformation resistance force “F” divided by the vehicle mass “m”, the deceleration history also constitutes a random series of spurts and lapses. \r\n \tThe deceleration magnitude and duration has a direct bearing on the survivability of a crash, as does the magnitude and duration of the rate of change in deceleration “j” known as “jerk” (“j = Δa/Δt”). In the interest of human survivability, modern automotive structures are designed so as to smoothly decelerate the vehicle as much as possible, i.e., with a minimum of “jerk”, while keeping deceleration magnitude and duration within reasonable limits. The two most common force-deformation models utilized to achieve such deceleration are the constant force deformation model and the progressive force deformation model; the former is used mostly for energy absorbing bumper design and the latter for the automotive structure proper, hence the significance of this mathematical study of the properties of these models. \r\n","more_info":"Kinetic Energy, Force, Deformation, Velocity, Acceleration, Crush Distance, Bumper, Structure, Jerk"},"translated_abstract":" The crash of an automobile into an immovable object is an event of only a little more than a tenth of a second in duration. During that time the structure of the vehicle is deformed in a random series of resistance force spurts and lapses until the work energy (force × deformation) expended during deformation roughly equals the vehicle kinetic energy at the moment of contact. Since the deceleration “a” is equal to the deformation resistance force “F” divided by the vehicle mass “m”, the deceleration history also constitutes a random series of spurts and lapses. \r\n \tThe deceleration magnitude and duration has a direct bearing on the survivability of a crash, as does the magnitude and duration of the rate of change in deceleration “j” known as “jerk” (“j = Δa/Δt”). In the interest of human survivability, modern automotive structures are designed so as to smoothly decelerate the vehicle as much as possible, i.e., with a minimum of “jerk”, while keeping deceleration magnitude and duration within reasonable limits. The two most common force-deformation models utilized to achieve such deceleration are the constant force deformation model and the progressive force deformation model; the former is used mostly for energy absorbing bumper design and the latter for the automotive structure proper, hence the significance of this mathematical study of the properties of these models. \r\n","internal_url":"https://www.academia.edu/9871311/AUTOMOTIVE_CONSTANT_and_PROGRESSIVE_FORCE_CRASHES","translated_internal_url":"","created_at":"2014-12-22T22:34:40.448-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":36032851,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/36032851/thumbnails/1.jpg","file_name":"AUTOMOTIVE_CONSTANT___PROGRESSIVE_FORCE_CRASHES-signed.pdf","download_url":"https://www.academia.edu/attachments/36032851/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"AUTOMOTIVE_CONSTANT_and_PROGRESSIVE_FORC.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/36032851/AUTOMOTIVE_CONSTANT___PROGRESSIVE_FORCE_CRASHES-signed-libre.pdf?1419471994=\u0026response-content-disposition=attachment%3B+filename%3DAUTOMOTIVE_CONSTANT_and_PROGRESSIVE_FORC.pdf\u0026Expires=1732395242\u0026Signature=SL~lPpojoUStqqBaX-A2F~E2pCNoJxUXW1DCrTDvPo~tEdRRJaYWos2jPo42mextjcPm0LVJEcjHoA~shDRw7KejeH5PgJ3njLz~9VXYECB-xttI3-p~wU3iWigfPQzL8~uM2cjgzSinPIEz2wBhxy2GW--0634cnSZxorRrx~OHBXUdBdCnrfAaxU8LDy~H7cdn~A9qRAVkO4dr3LBn9WhqoP3f9PYEYLuabFfVgrYo1KOy~p~oeOcfYc249pJeRPD3s3QAIv~G0-RQdvr6ntoKqBH2jwmBofaTTOPGjBfvzODjLRoTxooJrZHTNDsQGev81Z-qZ4nyHqKupUuCGw__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"AUTOMOTIVE_CONSTANT_and_PROGRESSIVE_FORCE_CRASHES","translated_slug":"","page_count":16,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":36032851,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/36032851/thumbnails/1.jpg","file_name":"AUTOMOTIVE_CONSTANT___PROGRESSIVE_FORCE_CRASHES-signed.pdf","download_url":"https://www.academia.edu/attachments/36032851/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"AUTOMOTIVE_CONSTANT_and_PROGRESSIVE_FORC.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/36032851/AUTOMOTIVE_CONSTANT___PROGRESSIVE_FORCE_CRASHES-signed-libre.pdf?1419471994=\u0026response-content-disposition=attachment%3B+filename%3DAUTOMOTIVE_CONSTANT_and_PROGRESSIVE_FORC.pdf\u0026Expires=1732395242\u0026Signature=SL~lPpojoUStqqBaX-A2F~E2pCNoJxUXW1DCrTDvPo~tEdRRJaYWos2jPo42mextjcPm0LVJEcjHoA~shDRw7KejeH5PgJ3njLz~9VXYECB-xttI3-p~wU3iWigfPQzL8~uM2cjgzSinPIEz2wBhxy2GW--0634cnSZxorRrx~OHBXUdBdCnrfAaxU8LDy~H7cdn~A9qRAVkO4dr3LBn9WhqoP3f9PYEYLuabFfVgrYo1KOy~p~oeOcfYc249pJeRPD3s3QAIv~G0-RQdvr6ntoKqBH2jwmBofaTTOPGjBfvzODjLRoTxooJrZHTNDsQGev81Z-qZ4nyHqKupUuCGw__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":89,"name":"Automotive Systems Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Systems_Engineering"},{"id":498,"name":"Physics","url":"https://www.academia.edu/Documents/in/Physics"},{"id":22920,"name":"Automobile","url":"https://www.academia.edu/Documents/in/Automobile"},{"id":46766,"name":"Crashworthiness and Impact","url":"https://www.academia.edu/Documents/in/Crashworthiness_and_Impact"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":60144,"name":"Automotive","url":"https://www.academia.edu/Documents/in/Automotive"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":180615,"name":"Vehicle Crashworthiness","url":"https://www.academia.edu/Documents/in/Vehicle_Crashworthiness"},{"id":228863,"name":"Motor Vehicle Crashes","url":"https://www.academia.edu/Documents/in/Motor_Vehicle_Crashes"},{"id":258385,"name":"Automotive Technology","url":"https://www.academia.edu/Documents/in/Automotive_Technology"},{"id":258950,"name":"Crashworthiness","url":"https://www.academia.edu/Documents/in/Crashworthiness"},{"id":723753,"name":"Automotive Safety","url":"https://www.academia.edu/Documents/in/Automotive_Safety"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="9544642"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/9544642/RECIPROCATING_PISTON_ENGINE_INERTIAL_ENERGY_LOSS"><img alt="Research paper thumbnail of RECIPROCATING PISTON ENGINE INERTIAL ENERGY LOSS" class="work-thumbnail" src="https://attachments.academia-assets.com/35765093/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/9544642/RECIPROCATING_PISTON_ENGINE_INERTIAL_ENERGY_LOSS">RECIPROCATING PISTON ENGINE INERTIAL ENERGY LOSS</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Perhaps the most curious aspect of the modern piston engine is that utilizes a reciprocal motion ...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Perhaps the most curious aspect of the modern piston engine is that utilizes a reciprocal motion more reminiscent of the inefficient reciprocating motion of nature (people, monkeys, birds, fish) than some of mankind’s more efficient creations (wheeled). The reciprocating motion characteristic of the piston engine has been dismissively referred to as “monkey motion”, and with good reason. This fact has long been recognized, and much effort has expended to find a rotary substitute for the reciprocating, such as the Wankle engine or the gas turbine, but as of this writing the reciprocating engine still reigns supreme for automotive propulsion.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="68b6fdcb530db850caac80f3474d7cb0" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":35765093,"asset_id":9544642,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/35765093/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="9544642"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="9544642"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 9544642; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=9544642]").text(description); $(".js-view-count[data-work-id=9544642]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 9544642; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='9544642']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 9544642, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "68b6fdcb530db850caac80f3474d7cb0" } } $('.js-work-strip[data-work-id=9544642]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":9544642,"title":"RECIPROCATING PISTON ENGINE INERTIAL ENERGY LOSS","translated_title":"","metadata":{"abstract":"Perhaps the most curious aspect of the modern piston engine is that utilizes a reciprocal motion more reminiscent of the inefficient reciprocating motion of nature (people, monkeys, birds, fish) than some of mankind’s more efficient creations (wheeled). The reciprocating motion characteristic of the piston engine has been dismissively referred to as “monkey motion”, and with good reason. This fact has long been recognized, and much effort has expended to find a rotary substitute for the reciprocating, such as the Wankle engine or the gas turbine, but as of this writing the reciprocating engine still reigns supreme for automotive propulsion. ","more_info":"Energy Loss: Heat, Light, Vibration, Sound; Primary Imbalance, Secondary Imbalance, Rotational Inertia, Inertial Flux, Number of Cylinders, Piston Engine"},"translated_abstract":"Perhaps the most curious aspect of the modern piston engine is that utilizes a reciprocal motion more reminiscent of the inefficient reciprocating motion of nature (people, monkeys, birds, fish) than some of mankind’s more efficient creations (wheeled). The reciprocating motion characteristic of the piston engine has been dismissively referred to as “monkey motion”, and with good reason. This fact has long been recognized, and much effort has expended to find a rotary substitute for the reciprocating, such as the Wankle engine or the gas turbine, but as of this writing the reciprocating engine still reigns supreme for automotive propulsion. ","internal_url":"https://www.academia.edu/9544642/RECIPROCATING_PISTON_ENGINE_INERTIAL_ENERGY_LOSS","translated_internal_url":"","created_at":"2014-11-28T14:54:59.224-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":35765093,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/35765093/thumbnails/1.jpg","file_name":"RECIPROCATING_PISTON_ENGINE_INERTIAL_ENERGY_LOSS-signed.pdf","download_url":"https://www.academia.edu/attachments/35765093/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"RECIPROCATING_PISTON_ENGINE_INERTIAL_ENE.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/35765093/RECIPROCATING_PISTON_ENGINE_INERTIAL_ENERGY_LOSS-signed-libre.pdf?1417216649=\u0026response-content-disposition=attachment%3B+filename%3DRECIPROCATING_PISTON_ENGINE_INERTIAL_ENE.pdf\u0026Expires=1732417189\u0026Signature=e6-bevLYTlWaSmKxopOmDpK5EWjqdo8Yo3iomtnnZ1qMSYO5IjSX1kUx8cP3IxrCXN~-a0ekp52mcnLknglZupd8DKm1PA1e4-MYVOvi-cQp68NOQUlV6rIrCf9UR2HGf5sdIGCNX0XMfovsDsWmc4rL9DE~qCf4BJe-S40FZ3xw~5aGuY-96fzFkmg-5HmM8Je0iswW0CD1oieLhx9~p89ITNpMqbeXtiAC4AupqIxRK14jMHHfHwcluuTbl6gvlwSZBY-ze5fOPYgik6~vF7f5UPFysid8OTXtlNkLsWSBEoR0Y6e63sMHsDwBalrr9oGomT0L9RuRJ93Cdisdcg__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"RECIPROCATING_PISTON_ENGINE_INERTIAL_ENERGY_LOSS","translated_slug":"","page_count":12,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":35765093,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/35765093/thumbnails/1.jpg","file_name":"RECIPROCATING_PISTON_ENGINE_INERTIAL_ENERGY_LOSS-signed.pdf","download_url":"https://www.academia.edu/attachments/35765093/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"RECIPROCATING_PISTON_ENGINE_INERTIAL_ENE.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/35765093/RECIPROCATING_PISTON_ENGINE_INERTIAL_ENERGY_LOSS-signed-libre.pdf?1417216649=\u0026response-content-disposition=attachment%3B+filename%3DRECIPROCATING_PISTON_ENGINE_INERTIAL_ENE.pdf\u0026Expires=1732417189\u0026Signature=e6-bevLYTlWaSmKxopOmDpK5EWjqdo8Yo3iomtnnZ1qMSYO5IjSX1kUx8cP3IxrCXN~-a0ekp52mcnLknglZupd8DKm1PA1e4-MYVOvi-cQp68NOQUlV6rIrCf9UR2HGf5sdIGCNX0XMfovsDsWmc4rL9DE~qCf4BJe-S40FZ3xw~5aGuY-96fzFkmg-5HmM8Je0iswW0CD1oieLhx9~p89ITNpMqbeXtiAC4AupqIxRK14jMHHfHwcluuTbl6gvlwSZBY-ze5fOPYgik6~vF7f5UPFysid8OTXtlNkLsWSBEoR0Y6e63sMHsDwBalrr9oGomT0L9RuRJ93Cdisdcg__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":60,"name":"Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Mechanical_Engineering"},{"id":89,"name":"Automotive Systems Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Systems_Engineering"},{"id":498,"name":"Physics","url":"https://www.academia.edu/Documents/in/Physics"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":60144,"name":"Automotive","url":"https://www.academia.edu/Documents/in/Automotive"},{"id":258385,"name":"Automotive Technology","url":"https://www.academia.edu/Documents/in/Automotive_Technology"},{"id":852033,"name":"Mass Properties Analysis and Control","url":"https://www.academia.edu/Documents/in/Mass_Properties_Analysis_and_Control"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="9544122"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/9544122/NEWTONS_SECOND_LAW_and_KINETIC_ENERGY"><img alt="Research paper thumbnail of NEWTON'S SECOND LAW and KINETIC ENERGY" class="work-thumbnail" src="https://attachments.academia-assets.com/35764653/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/9544122/NEWTONS_SECOND_LAW_and_KINETIC_ENERGY">NEWTON'S SECOND LAW and KINETIC ENERGY</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Although Sir Isaac Newton (1642-1726) formulated “F = m a” as his Second Law of Motion, he inexpl...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Although Sir Isaac Newton (1642-1726) formulated “F = m a” as his Second Law of Motion, he inexplicably thought that the formulation for determining the kinetic energy of a moving body was “KE = m V”. For many contemporaries interested in physics this seemed questionable. The Dutch experimenter W.J. Gravesande (1688-1742) conducted a series of experiments which consisted of dropping lead weights into a bed of soft clay; the greater the weight, or height of the drop, then the greater the measured depth of the resulting indentation. This corroborated that the kinetic energy was proportional to the mass and velocity at the time of impact. However, Gravesande left the determination of exactly how the kinetic energy varied with mass and velocity to his friend Émilie du Châtelet (1706-1749) , whose analysis of the experimental data resulted in “KE = m V^2”. Why this expression lacks the “½” factor  has been given various explanations. However, when subject to a modern approach the derivation of the correct “KE = ½ m V^2” formulation is readily made.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="53fa463bf06385c0966676e9af0002d6" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":35764653,"asset_id":9544122,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/35764653/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="9544122"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="9544122"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 9544122; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=9544122]").text(description); $(".js-view-count[data-work-id=9544122]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 9544122; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='9544122']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 9544122, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "53fa463bf06385c0966676e9af0002d6" } } $('.js-work-strip[data-work-id=9544122]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":9544122,"title":"NEWTON'S SECOND LAW and KINETIC ENERGY","translated_title":"","metadata":{"abstract":"Although Sir Isaac Newton (1642-1726) formulated “F = m a” as his Second Law of Motion, he inexplicably thought that the formulation for determining the kinetic energy of a moving body was “KE = m V”. For many contemporaries interested in physics this seemed questionable. The Dutch experimenter W.J. Gravesande (1688-1742) conducted a series of experiments which consisted of dropping lead weights into a bed of soft clay; the greater the weight, or height of the drop, then the greater the measured depth of the resulting indentation. This corroborated that the kinetic energy was proportional to the mass and velocity at the time of impact. However, Gravesande left the determination of exactly how the kinetic energy varied with mass and velocity to his friend Émilie du Châtelet (1706-1749) , whose analysis of the experimental data resulted in “KE = m V^2”. Why this expression lacks the “½” factor has been given various explanations. However, when subject to a modern approach the derivation of the correct “KE = ½ m V^2” formulation is readily made.","more_info":"Second Law of Motion, Kinetic Energy, W.J. Gravesande, Emilie du Chatelet, Work Energy, Derivation, Proof"},"translated_abstract":"Although Sir Isaac Newton (1642-1726) formulated “F = m a” as his Second Law of Motion, he inexplicably thought that the formulation for determining the kinetic energy of a moving body was “KE = m V”. For many contemporaries interested in physics this seemed questionable. The Dutch experimenter W.J. Gravesande (1688-1742) conducted a series of experiments which consisted of dropping lead weights into a bed of soft clay; the greater the weight, or height of the drop, then the greater the measured depth of the resulting indentation. This corroborated that the kinetic energy was proportional to the mass and velocity at the time of impact. However, Gravesande left the determination of exactly how the kinetic energy varied with mass and velocity to his friend Émilie du Châtelet (1706-1749) , whose analysis of the experimental data resulted in “KE = m V^2”. Why this expression lacks the “½” factor has been given various explanations. However, when subject to a modern approach the derivation of the correct “KE = ½ m V^2” formulation is readily made.","internal_url":"https://www.academia.edu/9544122/NEWTONS_SECOND_LAW_and_KINETIC_ENERGY","translated_internal_url":"","created_at":"2014-11-28T13:26:40.348-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":35764653,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/35764653/thumbnails/1.jpg","file_name":"NEWTONS_SECOND_LAW_and_KINETIC_ENERGY_-signed.pdf","download_url":"https://www.academia.edu/attachments/35764653/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"NEWTONS_SECOND_LAW_and_KINETIC_ENERGY.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/35764653/NEWTONS_SECOND_LAW_and_KINETIC_ENERGY_-signed-libre.pdf?1417212150=\u0026response-content-disposition=attachment%3B+filename%3DNEWTONS_SECOND_LAW_and_KINETIC_ENERGY.pdf\u0026Expires=1732395242\u0026Signature=R5dJsNqkI~Z4Pmn~jGIcYux5~VaAhne~5i5nUmRfHNv4LnULjw4Rdymb584mIFj2MQO5fgE1C3CTREYiNCFq9W0~I~fYl6g0F3kmCYofuicBHBN0gM1A4Ly9yXlHL4dvNV2nAxz-UU1-Z9SDhv77on9EHZI-bPZp0BqJ96xq5SOEzdDNJffUF-MQNOKRWMb4T767P-ezxIckCKnjinH6cUxnutoyw8psziVMmLu~luAd8U4ONNHxxPYwYjXucksSXrGQRn~k7YDPv9SpUjTNIAyH91pegP75aRHv6Ga9B1OYdqgWHBIGCov4VPlS0JaJl42bHRYkzQuexEuDezsJrA__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"NEWTONS_SECOND_LAW_and_KINETIC_ENERGY","translated_slug":"","page_count":3,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":35764653,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/35764653/thumbnails/1.jpg","file_name":"NEWTONS_SECOND_LAW_and_KINETIC_ENERGY_-signed.pdf","download_url":"https://www.academia.edu/attachments/35764653/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"NEWTONS_SECOND_LAW_and_KINETIC_ENERGY.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/35764653/NEWTONS_SECOND_LAW_and_KINETIC_ENERGY_-signed-libre.pdf?1417212150=\u0026response-content-disposition=attachment%3B+filename%3DNEWTONS_SECOND_LAW_and_KINETIC_ENERGY.pdf\u0026Expires=1732395242\u0026Signature=R5dJsNqkI~Z4Pmn~jGIcYux5~VaAhne~5i5nUmRfHNv4LnULjw4Rdymb584mIFj2MQO5fgE1C3CTREYiNCFq9W0~I~fYl6g0F3kmCYofuicBHBN0gM1A4Ly9yXlHL4dvNV2nAxz-UU1-Z9SDhv77on9EHZI-bPZp0BqJ96xq5SOEzdDNJffUF-MQNOKRWMb4T767P-ezxIckCKnjinH6cUxnutoyw8psziVMmLu~luAd8U4ONNHxxPYwYjXucksSXrGQRn~k7YDPv9SpUjTNIAyH91pegP75aRHv6Ga9B1OYdqgWHBIGCov4VPlS0JaJl42bHRYkzQuexEuDezsJrA__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":60,"name":"Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Mechanical_Engineering"},{"id":128,"name":"History","url":"https://www.academia.edu/Documents/in/History"},{"id":498,"name":"Physics","url":"https://www.academia.edu/Documents/in/Physics"},{"id":17982,"name":"Newton, Isaac","url":"https://www.academia.edu/Documents/in/Newton_Isaac"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="9543943"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/9543943/AUTOMOTIVE_AXLE_WHEEL_CONFIGURATIONS"><img alt="Research paper thumbnail of AUTOMOTIVE AXLE/WHEEL CONFIGURATIONS" class="work-thumbnail" src="https://attachments.academia-assets.com/35764480/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/9543943/AUTOMOTIVE_AXLE_WHEEL_CONFIGURATIONS">AUTOMOTIVE AXLE/WHEEL CONFIGURATIONS</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">The conventional automotive configuration of two axle lines and four wheels, with each wheel loca...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">The conventional automotive configuration of two axle lines and four wheels, with each wheel located in the corner of the automotive plan view, is one of only a large number of possible wheel/axle configurations, but has prevailed for so long that this fact is often forgotten. The choice of which wheels steer and which wheels are driven compounds the number of configuration variations possible. When other configuration variations are also considered, such as varying the vehicle tire/wheel size/type fore to aft or even side to side (as on some circle track racers), or whether the engine is to be front, mid, or rear located, then the number of all possible configurations becomes infinite.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="bc1f29067ae923d436ac8ef49d6ef772" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":35764480,"asset_id":9543943,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/35764480/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="9543943"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="9543943"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 9543943; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=9543943]").text(description); $(".js-view-count[data-work-id=9543943]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 9543943; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='9543943']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 9543943, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "bc1f29067ae923d436ac8ef49d6ef772" } } $('.js-work-strip[data-work-id=9543943]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":9543943,"title":"AUTOMOTIVE AXLE/WHEEL CONFIGURATIONS","translated_title":"","metadata":{"abstract":"The conventional automotive configuration of two axle lines and four wheels, with each wheel located in the corner of the automotive plan view, is one of only a large number of possible wheel/axle configurations, but has prevailed for so long that this fact is often forgotten. 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="7189411"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/7189411/MASS_PROPERTIES_and_AUTOMOTIVE_LONGITUDINAL_ACCELERATION_Rev_A"><img alt="Research paper thumbnail of MASS PROPERTIES and AUTOMOTIVE LONGITUDINAL ACCELERATION, Rev. A" class="work-thumbnail" src="https://attachments.academia-assets.com/33817032/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/7189411/MASS_PROPERTIES_and_AUTOMOTIVE_LONGITUDINAL_ACCELERATION_Rev_A">MASS PROPERTIES and AUTOMOTIVE LONGITUDINAL ACCELERATION, Rev. A</a></div><div class="wp-workCard_item"><span>43rd Annual International Conference of the Society of Allied Weight Engineers</span><span>, May 21, 1984</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Automotive longitudinal acceleration is dependent upon a large number of interconnected parameter...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Automotive longitudinal acceleration is dependent upon a large number of interconnected parameters, some of the most important of which are mass properties. The purpose of this paper is to explore the individual mass property effects. <br /> <br />The approach taken to achieve this purpose was to decouple the parameters by means of a computer simulation of an automotive acceleration "run". Each individual mass property parameter was then varied over a wide range while all other parameters were held constant. The acceleration results so obtained were plotted, and the conclusions were drawn from the behavior thus exhibited. <br /> <br />Several conclusions have been drawn from this effort. First, the effects of a mass property parameter variation are not necessarily constant over the entire speed range. For instance, increasing weight tends to cause an almost linear increase in the elapsed times for the lower speed ranges, but the higher speed ranges exhibit ever greater time increases in an almost parabolic relationship. This is a matter of the increased rolling resistance associated with greater weight making itself felt at the higher speeds. <br /> <br />The longitudinal center of gravity (LCG) and the vertical center of gravity (VCG) both affect acceleration through traction. If the situation is not traction critical, then c.g. relocation can be of no help in obtaining better acceleration. When a situation is traction critical then acceleration is much more sensitive to change in LCG then in VCG. <br /> <br />Increasing the vertical center of gravity tends to benefit the acceleration of rear wheel drive vehicles. For rear wheel drive vehicles the VCG generates increased traction through weight transfer. In the case of front wheel drive, the VCG can have no beneficial effect as the weight transfer is in the direction away from the drive axle; minimizing the VCG becomes the priority. Due to the effect of weight transfer, a front wheel drive vehicle will always be inferior in acceleration to a rear wheel drive vehicle if everything else is equal and the propulsive capability is great enough. <br /> <br />In general, a rotational mass is disproportionately detrimental to acceleration because it has to be accelerated both rotationally and translationally. The greatest return for the effort involved in mass reduction can be obtained from a reduction in rotational masses. <br /> <br />The engine rotational masses, other than the flywheel, represent a special case outside the scope of this paper. Vehicle characteristics and use demand a certain minimal rotational inertia for the flywheel to counteract engine stall-out tendencies at the onset of acceleration and to ensure smooth engine operation. In fact, higher flywheel inertia can produce an initially quicker vehicle. This initial response has to be considered against the detrimental longer-term effects of accelerating a greater flywheel inertia throughout the speed range; flywheel design involves a high degree of compromise.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="6bd50a81771843631dfc636471c1178f" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":33817032,"asset_id":7189411,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/33817032/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="7189411"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="7189411"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 7189411; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=7189411]").text(description); $(".js-view-count[data-work-id=7189411]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 7189411; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='7189411']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 7189411, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "6bd50a81771843631dfc636471c1178f" } } $('.js-work-strip[data-work-id=7189411]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":7189411,"title":"MASS PROPERTIES and AUTOMOTIVE LONGITUDINAL ACCELERATION, Rev. A","translated_title":"","metadata":{"abstract":"Automotive longitudinal acceleration is dependent upon a large number of interconnected parameters, some of the most important of which are mass properties. The purpose of this paper is to explore the individual mass property effects.\r\n\r\nThe approach taken to achieve this purpose was to decouple the parameters by means of a computer simulation of an automotive acceleration \"run\". Each individual mass property parameter was then varied over a wide range while all other parameters were held constant. The acceleration results so obtained were plotted, and the conclusions were drawn from the behavior thus exhibited.\r\n\r\nSeveral conclusions have been drawn from this effort. First, the effects of a mass property parameter variation are not necessarily constant over the entire speed range. For instance, increasing weight tends to cause an almost linear increase in the elapsed times for the lower speed ranges, but the higher speed ranges exhibit ever greater time increases in an almost parabolic relationship. This is a matter of the increased rolling resistance associated with greater weight making itself felt at the higher speeds.\r\n\r\nThe longitudinal center of gravity (LCG) and the vertical center of gravity (VCG) both affect acceleration through traction. If the situation is not traction critical, then c.g. relocation can be of no help in obtaining better acceleration. When a situation is traction critical then acceleration is much more sensitive to change in LCG then in VCG.\r\n\r\nIncreasing the vertical center of gravity tends to benefit the acceleration of rear wheel drive vehicles. For rear wheel drive vehicles the VCG generates increased traction through weight transfer. In the case of front wheel drive, the VCG can have no beneficial effect as the weight transfer is in the direction away from the drive axle; minimizing the VCG becomes the priority. Due to the effect of weight transfer, a front wheel drive vehicle will always be inferior in acceleration to a rear wheel drive vehicle if everything else is equal and the propulsive capability is great enough.\r\n\r\nIn general, a rotational mass is disproportionately detrimental to acceleration because it has to be accelerated both rotationally and translationally. The greatest return for the effort involved in mass reduction can be obtained from a reduction in rotational masses.\r\n\r\nThe engine rotational masses, other than the flywheel, represent a special case outside the scope of this paper. Vehicle characteristics and use demand a certain minimal rotational inertia for the flywheel to counteract engine stall-out tendencies at the onset of acceleration and to ensure smooth engine operation. In fact, higher flywheel inertia can produce an initially quicker vehicle. This initial response has to be considered against the detrimental longer-term effects of accelerating a greater flywheel inertia throughout the speed range; flywheel design involves a high degree of compromise.\r\n","more_info":"Acceleration, Koffman Method, Effective Mass, MAXGLONG.BAS program, computer simulation, mass properties, validation runs, tire parameters, Jaguar XK150S","publication_date":{"day":21,"month":5,"year":1984,"errors":{}},"publication_name":"43rd Annual International Conference of the Society of Allied Weight Engineers"},"translated_abstract":"Automotive longitudinal acceleration is dependent upon a large number of interconnected parameters, some of the most important of which are mass properties. The purpose of this paper is to explore the individual mass property effects.\r\n\r\nThe approach taken to achieve this purpose was to decouple the parameters by means of a computer simulation of an automotive acceleration \"run\". Each individual mass property parameter was then varied over a wide range while all other parameters were held constant. The acceleration results so obtained were plotted, and the conclusions were drawn from the behavior thus exhibited.\r\n\r\nSeveral conclusions have been drawn from this effort. First, the effects of a mass property parameter variation are not necessarily constant over the entire speed range. For instance, increasing weight tends to cause an almost linear increase in the elapsed times for the lower speed ranges, but the higher speed ranges exhibit ever greater time increases in an almost parabolic relationship. This is a matter of the increased rolling resistance associated with greater weight making itself felt at the higher speeds.\r\n\r\nThe longitudinal center of gravity (LCG) and the vertical center of gravity (VCG) both affect acceleration through traction. If the situation is not traction critical, then c.g. relocation can be of no help in obtaining better acceleration. When a situation is traction critical then acceleration is much more sensitive to change in LCG then in VCG.\r\n\r\nIncreasing the vertical center of gravity tends to benefit the acceleration of rear wheel drive vehicles. For rear wheel drive vehicles the VCG generates increased traction through weight transfer. In the case of front wheel drive, the VCG can have no beneficial effect as the weight transfer is in the direction away from the drive axle; minimizing the VCG becomes the priority. Due to the effect of weight transfer, a front wheel drive vehicle will always be inferior in acceleration to a rear wheel drive vehicle if everything else is equal and the propulsive capability is great enough.\r\n\r\nIn general, a rotational mass is disproportionately detrimental to acceleration because it has to be accelerated both rotationally and translationally. The greatest return for the effort involved in mass reduction can be obtained from a reduction in rotational masses.\r\n\r\nThe engine rotational masses, other than the flywheel, represent a special case outside the scope of this paper. Vehicle characteristics and use demand a certain minimal rotational inertia for the flywheel to counteract engine stall-out tendencies at the onset of acceleration and to ensure smooth engine operation. In fact, higher flywheel inertia can produce an initially quicker vehicle. This initial response has to be considered against the detrimental longer-term effects of accelerating a greater flywheel inertia throughout the speed range; flywheel design involves a high degree of compromise.\r\n","internal_url":"https://www.academia.edu/7189411/MASS_PROPERTIES_and_AUTOMOTIVE_LONGITUDINAL_ACCELERATION_Rev_A","translated_internal_url":"","created_at":"2014-05-28T16:17:23.977-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":33817032,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/33817032/thumbnails/1.jpg","file_name":"Mass_Properties_and_Automotive__Longitudinal_Acceleration__Rev_A-signed.pdf","download_url":"https://www.academia.edu/attachments/33817032/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"MASS_PROPERTIES_and_AUTOMOTIVE_LONGITUDI.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/33817032/Mass_Properties_and_Automotive__Longitudinal_Acceleration__Rev_A-signed-libre.pdf?1401331811=\u0026response-content-disposition=attachment%3B+filename%3DMASS_PROPERTIES_and_AUTOMOTIVE_LONGITUDI.pdf\u0026Expires=1732360683\u0026Signature=XRYP950klWJ0roOEME1hWUkJqHF~e8PtCOikl9SbTsDBp8Wk-Fua2YY7AN9gXJKH3du3Qdr9T--h0J8SAJ3byoDOE6yDqzBBpId6YsadTgXRt3pv55vIbF2sWdFilWRTr3bNBmBTBOvxpLURFfVvF0ntvFXs6Ub4xsCwHmG7ZfDFf-5Qh~TWlTKqFmHHeS3tJqXFLPFL91sdL-y8IOB1yhIUmPmzjqATXPcHhxUp1jqMo1apRRgdZ1A8VcN~poQ0t1Ml1UTooK4rA1SSDyWRnZQpTZqEoYTTbA0tG2ER83Cs3p65MSEqhcjGdVRrcX4FLU3jJgZuhYJFlPYvooBJ~Q__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"MASS_PROPERTIES_and_AUTOMOTIVE_LONGITUDINAL_ACCELERATION_Rev_A","translated_slug":"","page_count":63,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":33817032,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/33817032/thumbnails/1.jpg","file_name":"Mass_Properties_and_Automotive__Longitudinal_Acceleration__Rev_A-signed.pdf","download_url":"https://www.academia.edu/attachments/33817032/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"MASS_PROPERTIES_and_AUTOMOTIVE_LONGITUDI.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/33817032/Mass_Properties_and_Automotive__Longitudinal_Acceleration__Rev_A-signed-libre.pdf?1401331811=\u0026response-content-disposition=attachment%3B+filename%3DMASS_PROPERTIES_and_AUTOMOTIVE_LONGITUDI.pdf\u0026Expires=1732360683\u0026Signature=XRYP950klWJ0roOEME1hWUkJqHF~e8PtCOikl9SbTsDBp8Wk-Fua2YY7AN9gXJKH3du3Qdr9T--h0J8SAJ3byoDOE6yDqzBBpId6YsadTgXRt3pv55vIbF2sWdFilWRTr3bNBmBTBOvxpLURFfVvF0ntvFXs6Ub4xsCwHmG7ZfDFf-5Qh~TWlTKqFmHHeS3tJqXFLPFL91sdL-y8IOB1yhIUmPmzjqATXPcHhxUp1jqMo1apRRgdZ1A8VcN~poQ0t1Ml1UTooK4rA1SSDyWRnZQpTZqEoYTTbA0tG2ER83Cs3p65MSEqhcjGdVRrcX4FLU3jJgZuhYJFlPYvooBJ~Q__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":60,"name":"Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Mechanical_Engineering"},{"id":22920,"name":"Automobile","url":"https://www.academia.edu/Documents/in/Automobile"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":51264,"name":"Computer Programming","url":"https://www.academia.edu/Documents/in/Computer_Programming"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":852033,"name":"Mass Properties Analysis and Control","url":"https://www.academia.edu/Documents/in/Mass_Properties_Analysis_and_Control"},{"id":852034,"name":"Automotive Dynamics","url":"https://www.academia.edu/Documents/in/Automotive_Dynamics"},{"id":1400541,"name":"Automotive Acceleration","url":"https://www.academia.edu/Documents/in/Automotive_Acceleration"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> </div><div class="profile--tab_content_container js-tab-pane tab-pane" data-section-id="4676605" id="drafts"><div class="js-work-strip profile--work_container" data-work-id="70290849"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/70290849/GEARED_SYSTEMS_and_EQUIVALENT_GEARLESS_SYSTEMS_Rev_A"><img alt="Research paper thumbnail of GEARED SYSTEMS and EQUIVALENT GEARLESS SYSTEMS, Rev A" class="work-thumbnail" src="https://attachments.academia-assets.com/80101567/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/70290849/GEARED_SYSTEMS_and_EQUIVALENT_GEARLESS_SYSTEMS_Rev_A">GEARED SYSTEMS and EQUIVALENT GEARLESS SYSTEMS, Rev A</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">The presence of gears in a mechanical system can have important implications with respect to the ...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">The presence of gears in a mechanical system can have important implications with respect to the effective mass properties. This is especially true for the automotive case in the acceleration and deceleration (braking) modes.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="b906e5df24181a22588cbcecf0cb3868" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":80101567,"asset_id":70290849,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/80101567/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="70290849"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="70290849"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 70290849; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=70290849]").text(description); $(".js-view-count[data-work-id=70290849]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 70290849; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='70290849']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 70290849, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "b906e5df24181a22588cbcecf0cb3868" } } $('.js-work-strip[data-work-id=70290849]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":70290849,"title":"GEARED SYSTEMS and EQUIVALENT GEARLESS SYSTEMS, Rev A","translated_title":"","metadata":{"abstract":"The presence of gears in a mechanical system can have important implications with respect to the effective mass properties. 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="43473591"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/43473591/AUTOMOTIVE_ROLLOVER_EQUATION_Rev_B"><img alt="Research paper thumbnail of AUTOMOTIVE ROLLOVER EQUATION, Rev. B" class="work-thumbnail" src="https://attachments.academia-assets.com/63782149/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/43473591/AUTOMOTIVE_ROLLOVER_EQUATION_Rev_B">AUTOMOTIVE ROLLOVER EQUATION, Rev. B</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Even though rollover is unlikely as an automotive accident modality, it still merits serious conc...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Even though rollover is unlikely as an automotive accident modality, it still merits serious concern. As part of the “New Car Assessment Program” (NCAP), the NHTSA rates vehicles for rollover resistance based on a mathematically derived figure of merit called the “Static Stability Factor” (SSF), plus the empirical results of a test procedure known as the “Fishhook Test”. The reliance on an expensive empirical procedure is mandated by the gross optimism of the use of the rigid model based SSF by itself.  This author promised the development of an  equation for estimation of the rollover acceleration that would be far superior to the SSF over 7 years ago during a discussion of SSF limitations in his paper  “Mass Properties and Automotive Lateral Acceleration” (SAWE #3528, 2011, pp. 66-67). This rollover equation paper, now in its “Rev B” edition, represents the fulfillment of that promise.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="163aa650aeaf9dbe53482a409a3da1f5" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":63782149,"asset_id":43473591,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/63782149/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="43473591"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="43473591"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 43473591; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=43473591]").text(description); $(".js-view-count[data-work-id=43473591]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 43473591; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='43473591']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 43473591, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "163aa650aeaf9dbe53482a409a3da1f5" } } $('.js-work-strip[data-work-id=43473591]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":43473591,"title":"AUTOMOTIVE ROLLOVER EQUATION, Rev. 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This rollover equation paper, now in its “Rev B” edition, represents the fulfillment of that promise."},"translated_abstract":"Even though rollover is unlikely as an automotive accident modality, it still merits serious concern. As part of the “New Car Assessment Program” (NCAP), the NHTSA rates vehicles for rollover resistance based on a mathematically derived figure of merit called the “Static Stability Factor” (SSF), plus the empirical results of a test procedure known as the “Fishhook Test”. The reliance on an expensive empirical procedure is mandated by the gross optimism of the use of the rigid model based SSF by itself. This author promised the development of an equation for estimation of the rollover acceleration that would be far superior to the SSF over 7 years ago during a discussion of SSF limitations in his paper “Mass Properties and Automotive Lateral Acceleration” (SAWE #3528, 2011, pp. 66-67). This rollover equation paper, now in its “Rev B” edition, represents the fulfillment of that promise.","internal_url":"https://www.academia.edu/43473591/AUTOMOTIVE_ROLLOVER_EQUATION_Rev_B","translated_internal_url":"","created_at":"2020-06-29T21:52:24.578-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"draft","co_author_tags":[],"downloadable_attachments":[{"id":63782149,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/63782149/thumbnails/1.jpg","file_name":"AUTOMOTIVE_ROLLOVER_EQUATION_Rev_B20200629-63869-da4qjq.pdf","download_url":"https://www.academia.edu/attachments/63782149/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"AUTOMOTIVE_ROLLOVER_EQUATION_Rev_B.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/63782149/AUTOMOTIVE_ROLLOVER_EQUATION_Rev_B20200629-63869-da4qjq-libre.pdf?1593493295=\u0026response-content-disposition=attachment%3B+filename%3DAUTOMOTIVE_ROLLOVER_EQUATION_Rev_B.pdf\u0026Expires=1732417189\u0026Signature=WtSHw2SVazSUawxBklUW-5CgC81k2hZvsuFT7YDetN4gheAz~ZM3YbXkZRm-J5lyupUJ5t3KTulutlyygL-VJYRbOIUrLHvhi1UvzRwNXo9vC6x-WbhZVdu~C0p6ssvyib8ZD-dpj7YGCyZKn0fYZJ8Mw4prhWx6VMl-nnsGw7MF3PDXz2HaXZHLmGyfCw2H4K37u922ZL9YSyHRBVnTAc9ur1gOP2S3xtpw~JrPffEaplx-0FwW9FbLyW0dhwe-Dd6w69C7B7q~b2P4ENjtkhmvYsoejWEznzk1qu5Fm9v91AwOMWEaiBMtAftpavZR~bVtGEqnQurARAoa9291nQ__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"AUTOMOTIVE_ROLLOVER_EQUATION_Rev_B","translated_slug":"","page_count":9,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":63782149,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/63782149/thumbnails/1.jpg","file_name":"AUTOMOTIVE_ROLLOVER_EQUATION_Rev_B20200629-63869-da4qjq.pdf","download_url":"https://www.academia.edu/attachments/63782149/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"AUTOMOTIVE_ROLLOVER_EQUATION_Rev_B.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/63782149/AUTOMOTIVE_ROLLOVER_EQUATION_Rev_B20200629-63869-da4qjq-libre.pdf?1593493295=\u0026response-content-disposition=attachment%3B+filename%3DAUTOMOTIVE_ROLLOVER_EQUATION_Rev_B.pdf\u0026Expires=1732417189\u0026Signature=WtSHw2SVazSUawxBklUW-5CgC81k2hZvsuFT7YDetN4gheAz~ZM3YbXkZRm-J5lyupUJ5t3KTulutlyygL-VJYRbOIUrLHvhi1UvzRwNXo9vC6x-WbhZVdu~C0p6ssvyib8ZD-dpj7YGCyZKn0fYZJ8Mw4prhWx6VMl-nnsGw7MF3PDXz2HaXZHLmGyfCw2H4K37u922ZL9YSyHRBVnTAc9ur1gOP2S3xtpw~JrPffEaplx-0FwW9FbLyW0dhwe-Dd6w69C7B7q~b2P4ENjtkhmvYsoejWEznzk1qu5Fm9v91AwOMWEaiBMtAftpavZR~bVtGEqnQurARAoa9291nQ__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":258385,"name":"Automotive Technology","url":"https://www.academia.edu/Documents/in/Automotive_Technology"},{"id":491940,"name":"Automotive control systems","url":"https://www.academia.edu/Documents/in/Automotive_control_systems"},{"id":661554,"name":"Highway Safety","url":"https://www.academia.edu/Documents/in/Highway_Safety"},{"id":723753,"name":"Automotive Safety","url":"https://www.academia.edu/Documents/in/Automotive_Safety"},{"id":774576,"name":"Automotive and Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Automotive_and_Mechanical_Engineering"},{"id":852034,"name":"Automotive Dynamics","url":"https://www.academia.edu/Documents/in/Automotive_Dynamics"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="39154681"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/39154681/AUTOMOTIVE_DYNAMICS_and_DESIGN_ADVANCED_TOPICS_Rev_A_"><img alt="Research paper thumbnail of AUTOMOTIVE DYNAMICS and DESIGN: ADVANCED TOPICS (Rev A)" class="work-thumbnail" src="https://attachments.academia-assets.com/59278766/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/39154681/AUTOMOTIVE_DYNAMICS_and_DESIGN_ADVANCED_TOPICS_Rev_A_">AUTOMOTIVE DYNAMICS and DESIGN: ADVANCED TOPICS (Rev A)</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">“Advanced Topics” is Part 8 of a ten part presentation series "Automotive Dynamics and Design". T...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">“Advanced Topics” is Part 8 of a ten part presentation series "Automotive Dynamics and Design". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:<br />1) "Automotive Dynamics and Design"<br />2) "Longitudinal Dynamics"<br />3) "Lateral Dynamics"<br />4) "Vertical Dynamics"<br />5) "Mass Properties Analysis and Control"<br />6) "Tire Behavior"<br />7) "Aerodynamics"<br />8) "Advanced Topics"<br />9) "Design (Styling)"<br />10) "Summary"<br />Part 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia,  estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia. Part 6 constitutes a study of friction vs. traction, normal load vs. deflection, normal load vs. contact area, load capacity, vertical stiffness, lateral traction, longitudinal traction, %Slip, Slip Angle, Traction Ellipse, rolling resistance, temperature effects, speed effects. Part 7 constitutes a study of Navier-Stokes Equations, dimensionless indicators (Reynolds Number, Mach Number), streamlines, Bernoulli’s Equation, drag, lift, boundary layer, separation, wake, vortices, center of pressure, aerodynamic stability, wings, fences, spoilers. Part 8 constitutes a study of camber, caster, toe in/out, scrub, kingpin angle, scrub radius, effective spring rate, roll stiffness, suspension geometry, roll axis, steering geometry, turn centers, geared and equivalent gearless systems, products of inertia, gyroscopic reactions, fuel economy, standing wave, hydroplaning. Part 9 introduces the concept of Design (a.k.a. Styling), Design Schools, Design Practitioners, Design Process, Exterior Design, Interior Design. Part 10 deals with the business and manufacturing aspects of automotive endeavors: business plan (product, market, cash flow, P&L, capitalization, ROI, etc.), profit and loss statements, break-even analysis, in-house or subcontract decisions, plant location and layout, jigs and fixtures, equipment, supply and inventory, customer service & relations strategy.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="9a722b20ca0abeb7c32a3495c62f4f97" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":59278766,"asset_id":39154681,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/59278766/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="39154681"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="39154681"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 39154681; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=39154681]").text(description); $(".js-view-count[data-work-id=39154681]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 39154681; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='39154681']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 39154681, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "9a722b20ca0abeb7c32a3495c62f4f97" } } $('.js-work-strip[data-work-id=39154681]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":39154681,"title":"AUTOMOTIVE DYNAMICS and DESIGN: ADVANCED TOPICS (Rev A)","translated_title":"","metadata":{"abstract":"“Advanced Topics” is Part 8 of a ten part presentation series \"Automotive Dynamics and Design\". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:\n1) \"Automotive Dynamics and Design\"\n2) \"Longitudinal Dynamics\"\n3) \"Lateral Dynamics\"\n4) \"Vertical Dynamics\"\n5) \"Mass Properties Analysis and Control\"\n6) \"Tire Behavior\"\n7) \"Aerodynamics\"\n8) \"Advanced Topics\"\n9) \"Design (Styling)\"\n10) \"Summary\"\nPart 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia, estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia. Part 6 constitutes a study of friction vs. traction, normal load vs. deflection, normal load vs. contact area, load capacity, vertical stiffness, lateral traction, longitudinal traction, %Slip, Slip Angle, Traction Ellipse, rolling resistance, temperature effects, speed effects. Part 7 constitutes a study of Navier-Stokes Equations, dimensionless indicators (Reynolds Number, Mach Number), streamlines, Bernoulli’s Equation, drag, lift, boundary layer, separation, wake, vortices, center of pressure, aerodynamic stability, wings, fences, spoilers. Part 8 constitutes a study of camber, caster, toe in/out, scrub, kingpin angle, scrub radius, effective spring rate, roll stiffness, suspension geometry, roll axis, steering geometry, turn centers, geared and equivalent gearless systems, products of inertia, gyroscopic reactions, fuel economy, standing wave, hydroplaning. Part 9 introduces the concept of Design (a.k.a. Styling), Design Schools, Design Practitioners, Design Process, Exterior Design, Interior Design. Part 10 deals with the business and manufacturing aspects of automotive endeavors: business plan (product, market, cash flow, P\u0026L, capitalization, ROI, etc.), profit and loss statements, break-even analysis, in-house or subcontract decisions, plant location and layout, jigs and fixtures, equipment, supply and inventory, customer service \u0026 relations strategy.\n"},"translated_abstract":"“Advanced Topics” is Part 8 of a ten part presentation series \"Automotive Dynamics and Design\". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:\n1) \"Automotive Dynamics and Design\"\n2) \"Longitudinal Dynamics\"\n3) \"Lateral Dynamics\"\n4) \"Vertical Dynamics\"\n5) \"Mass Properties Analysis and Control\"\n6) \"Tire Behavior\"\n7) \"Aerodynamics\"\n8) \"Advanced Topics\"\n9) \"Design (Styling)\"\n10) \"Summary\"\nPart 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia, estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia. Part 6 constitutes a study of friction vs. traction, normal load vs. deflection, normal load vs. contact area, load capacity, vertical stiffness, lateral traction, longitudinal traction, %Slip, Slip Angle, Traction Ellipse, rolling resistance, temperature effects, speed effects. Part 7 constitutes a study of Navier-Stokes Equations, dimensionless indicators (Reynolds Number, Mach Number), streamlines, Bernoulli’s Equation, drag, lift, boundary layer, separation, wake, vortices, center of pressure, aerodynamic stability, wings, fences, spoilers. Part 8 constitutes a study of camber, caster, toe in/out, scrub, kingpin angle, scrub radius, effective spring rate, roll stiffness, suspension geometry, roll axis, steering geometry, turn centers, geared and equivalent gearless systems, products of inertia, gyroscopic reactions, fuel economy, standing wave, hydroplaning. Part 9 introduces the concept of Design (a.k.a. Styling), Design Schools, Design Practitioners, Design Process, Exterior Design, Interior Design. 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href="https://www.academia.edu/39154608/AUTOMOTIVE_DYNAMICS_and_DESIGN_LATERAL_DYNAMICS_Rev_A_">AUTOMOTIVE DYNAMICS and DESIGN: LATERAL DYNAMICS (Rev A)</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">“Lateral Dynamics” is Part 3 of a ten part presentation series "Automotive Dynamics and Design". ...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">“Lateral Dynamics” is Part 3 of a ten part presentation series "Automotive Dynamics and Design". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:<br />1) "Automotive Dynamics and Design"<br />2) "Longitudinal Dynamics"<br />3) "Lateral Dynamics"<br />4) "Vertical Dynamics"<br />5) "Mass Properties Analysis and Control"<br />6) "Tire Behavior"<br />7) "Aerodynamics"<br />8) "Advanced Topics"<br />9) "Design (Styling)"<br />10) "Summary"<br />Part 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia,  estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia. Part 6 constitutes a study of friction vs. traction, normal load vs. deflection, normal load vs. contact area, load capacity, vertical stiffness, lateral traction, longitudinal traction, %Slip, Slip Angle, Traction Ellipse, rolling resistance, temperature effects, speed effects. Part 7 constitutes a study of Navier-Stokes Equations, dimensionless indicators (Reynolds Number, Mach Number), streamlines, Bernoulli’s Equation, drag, lift, boundary layer, separation, wake, vortices, center of pressure, aerodynamic stability, wings, fences, spoilers. Part 8 constitutes a study of camber, caster, toe in/out, scrub, kingpin angle, scrub radius, effective spring rate, roll stiffness, suspension geometry, roll axis, steering geometry, turn centers, geared and equivalent gearless systems, products of inertia, gyroscopic reactions, fuel economy, standing wave, hydroplaning. Part 9 introduces the concept of Design (a.k.a. Styling), Design Schools, Design Practitioners, Design Process, Exterior Design, Interior Design. Part 10 deals with the business and manufacturing aspects of automotive endeavors: business plan (product, market, cash flow, P&L, capitalization, ROI, etc.), profit and loss statements, break-even analysis, in-house or subcontract decisions, plant location and layout, jigs and fixtures, equipment, supply and inventory, customer service & relations strategy.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="785ae263ec373da0bca3e782bc3fa914" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":59278696,"asset_id":39154608,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/59278696/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="39154608"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="39154608"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 39154608; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=39154608]").text(description); $(".js-view-count[data-work-id=39154608]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 39154608; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='39154608']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 39154608, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "785ae263ec373da0bca3e782bc3fa914" } } $('.js-work-strip[data-work-id=39154608]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":39154608,"title":"AUTOMOTIVE DYNAMICS and DESIGN: LATERAL DYNAMICS (Rev A)","translated_title":"","metadata":{"abstract":"“Lateral Dynamics” is Part 3 of a ten part presentation series \"Automotive Dynamics and Design\". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:\n1) \"Automotive Dynamics and Design\"\n2) \"Longitudinal Dynamics\"\n3) \"Lateral Dynamics\"\n4) \"Vertical Dynamics\"\n5) \"Mass Properties Analysis and Control\"\n6) \"Tire Behavior\"\n7) \"Aerodynamics\"\n8) \"Advanced Topics\"\n9) \"Design (Styling)\"\n10) \"Summary\"\nPart 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia, estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia. Part 6 constitutes a study of friction vs. traction, normal load vs. deflection, normal load vs. contact area, load capacity, vertical stiffness, lateral traction, longitudinal traction, %Slip, Slip Angle, Traction Ellipse, rolling resistance, temperature effects, speed effects. Part 7 constitutes a study of Navier-Stokes Equations, dimensionless indicators (Reynolds Number, Mach Number), streamlines, Bernoulli’s Equation, drag, lift, boundary layer, separation, wake, vortices, center of pressure, aerodynamic stability, wings, fences, spoilers. Part 8 constitutes a study of camber, caster, toe in/out, scrub, kingpin angle, scrub radius, effective spring rate, roll stiffness, suspension geometry, roll axis, steering geometry, turn centers, geared and equivalent gearless systems, products of inertia, gyroscopic reactions, fuel economy, standing wave, hydroplaning. Part 9 introduces the concept of Design (a.k.a. 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Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia, estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia. Part 6 constitutes a study of friction vs. traction, normal load vs. deflection, normal load vs. contact area, load capacity, vertical stiffness, lateral traction, longitudinal traction, %Slip, Slip Angle, Traction Ellipse, rolling resistance, temperature effects, speed effects. 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<div class="js-work-strip profile--work_container" data-work-id="35515235"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/35515235/NOTES_on_STEERING_and_STABILITY_Rev_D"><img alt="Research paper thumbnail of NOTES on STEERING and STABILITY, Rev. D" class="work-thumbnail" src="https://attachments.academia-assets.com/55380382/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/35515235/NOTES_on_STEERING_and_STABILITY_Rev_D">NOTES on STEERING and STABILITY, Rev. D</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Steering is required to control the direction of the vehicle, and for this to occur efficiently i...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Steering is required to control the direction of the vehicle, and for this to occur efficiently it is necessary that tire scrub, which produces disturbance forces, be minimized. Minimization of tire scrub from other causes other than steering, i.e. suspension scrub resulting from lateral linkage movement/toe in-out/camber changes/castor and-or kignpin angle, are also investigated. However, the handling, i.e. steering and stability, character of an automobile depends mainly upon its responses to steering and disturbance inputs. To investigate the nature of automotive steering and stability a simplified (linear relationships, no suspension, low speeds, steady-state) mathematical model is initially presented and then developed further. Therefore this paper begins with the steering geometry…</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="4d4163c3c352e61893aeae8f0b6721e0" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":55380382,"asset_id":35515235,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/55380382/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="35515235"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="35515235"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 35515235; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=35515235]").text(description); $(".js-view-count[data-work-id=35515235]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 35515235; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='35515235']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 35515235, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "4d4163c3c352e61893aeae8f0b6721e0" } } $('.js-work-strip[data-work-id=35515235]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":35515235,"title":"NOTES on STEERING and STABILITY, Rev. D","translated_title":"","metadata":{"abstract":"Steering is required to control the direction of the vehicle, and for this to occur efficiently it is necessary that tire scrub, which produces disturbance forces, be minimized. Minimization of tire scrub from other causes other than steering, i.e. suspension scrub resulting from lateral linkage movement/toe in-out/camber changes/castor and-or kignpin angle, are also investigated. However, the handling, i.e. steering and stability, character of an automobile depends mainly upon its responses to steering and disturbance inputs. To investigate the nature of automotive steering and stability a simplified (linear relationships, no suspension, low speeds, steady-state) mathematical model is initially presented and then developed further. Therefore this paper begins with the steering geometry…\n\t"},"translated_abstract":"Steering is required to control the direction of the vehicle, and for this to occur efficiently it is necessary that tire scrub, which produces disturbance forces, be minimized. Minimization of tire scrub from other causes other than steering, i.e. suspension scrub resulting from lateral linkage movement/toe in-out/camber changes/castor and-or kignpin angle, are also investigated. However, the handling, i.e. steering and stability, character of an automobile depends mainly upon its responses to steering and disturbance inputs. To investigate the nature of automotive steering and stability a simplified (linear relationships, no suspension, low speeds, steady-state) mathematical model is initially presented and then developed further. Therefore this paper begins with the steering geometry…\n\t","internal_url":"https://www.academia.edu/35515235/NOTES_on_STEERING_and_STABILITY_Rev_D","translated_internal_url":"","created_at":"2017-12-26T17:52:10.803-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"draft","co_author_tags":[],"downloadable_attachments":[{"id":55380382,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/55380382/thumbnails/1.jpg","file_name":"Notes_on_Steering_and_Stability_-_Rev_E.pdf","download_url":"https://www.academia.edu/attachments/55380382/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"NOTES_on_STEERING_and_STABILITY_Rev_D.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/55380382/Notes_on_Steering_and_Stability_-_Rev_E-libre.pdf?1514343622=\u0026response-content-disposition=attachment%3B+filename%3DNOTES_on_STEERING_and_STABILITY_Rev_D.pdf\u0026Expires=1732395242\u0026Signature=JvHUFpkM~J5hPf4vu~QlZd-hs0YZyCuXIxOhiD0uDl~H~e8rEIKAW1w26o2KThZV7q1w0juc3HNvztSzGBb8PrJmqHZaYmKqwgEsz3fDWtM1Zy-NSUdAXaofw-WE0-dDx7doicHab8otKWIUfzHOcGPjwRVbua7q95TXkIrCm-2jRr9qzVqtwnQi644-gSdwBsVqxj69OLlWM4aTfO4BCmqPJ2c69nJQJEy9OzQMemhuDp0HcRs0RofW8kabPyDZzEd0IALFTfHg1KmjvvnlWUkpks5R3XBGILT0gkwULW1ag5NdJ3k0biuuRXGMptHiGnE7CqMjGEt2YCNmnB-J4Q__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"NOTES_on_STEERING_and_STABILITY_Rev_D","translated_slug":"","page_count":26,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":55380382,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/55380382/thumbnails/1.jpg","file_name":"Notes_on_Steering_and_Stability_-_Rev_E.pdf","download_url":"https://www.academia.edu/attachments/55380382/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"NOTES_on_STEERING_and_STABILITY_Rev_D.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/55380382/Notes_on_Steering_and_Stability_-_Rev_E-libre.pdf?1514343622=\u0026response-content-disposition=attachment%3B+filename%3DNOTES_on_STEERING_and_STABILITY_Rev_D.pdf\u0026Expires=1732395242\u0026Signature=JvHUFpkM~J5hPf4vu~QlZd-hs0YZyCuXIxOhiD0uDl~H~e8rEIKAW1w26o2KThZV7q1w0juc3HNvztSzGBb8PrJmqHZaYmKqwgEsz3fDWtM1Zy-NSUdAXaofw-WE0-dDx7doicHab8otKWIUfzHOcGPjwRVbua7q95TXkIrCm-2jRr9qzVqtwnQi644-gSdwBsVqxj69OLlWM4aTfO4BCmqPJ2c69nJQJEy9OzQMemhuDp0HcRs0RofW8kabPyDZzEd0IALFTfHg1KmjvvnlWUkpks5R3XBGILT0gkwULW1ag5NdJ3k0biuuRXGMptHiGnE7CqMjGEt2YCNmnB-J4Q__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":89,"name":"Automotive Systems Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Systems_Engineering"},{"id":18873,"name":"Automotive Industry","url":"https://www.academia.edu/Documents/in/Automotive_Industry"},{"id":22920,"name":"Automobile","url":"https://www.academia.edu/Documents/in/Automobile"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":60144,"name":"Automotive","url":"https://www.academia.edu/Documents/in/Automotive"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":117729,"name":"Steering Behaviors","url":"https://www.academia.edu/Documents/in/Steering_Behaviors"},{"id":244323,"name":"Steering","url":"https://www.academia.edu/Documents/in/Steering"},{"id":258385,"name":"Automotive Technology","url":"https://www.academia.edu/Documents/in/Automotive_Technology"},{"id":411711,"name":"Beam steering","url":"https://www.academia.edu/Documents/in/Beam_steering"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="26556156"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/26556156/AUTOMOTIVE_DYNAMICS_and_DESIGN_CONCLUSION_BUSINESS_and_MANUFACTURING"><img alt="Research paper thumbnail of AUTOMOTIVE DYNAMICS and DESIGN: CONCLUSION, BUSINESS and MANUFACTURING" class="work-thumbnail" src="https://attachments.academia-assets.com/46849333/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/26556156/AUTOMOTIVE_DYNAMICS_and_DESIGN_CONCLUSION_BUSINESS_and_MANUFACTURING">AUTOMOTIVE DYNAMICS and DESIGN: CONCLUSION, BUSINESS and MANUFACTURING</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">“Conclusion, Business and Manufacturing” is Part 10 of a ten part presentation series "Automotive...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">“Conclusion, Business and Manufacturing” is Part 10 of a ten part presentation series "Automotive Dynamics and Design". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:<br />1) "Automotive Dynamics and Design"<br />2) "Longitudinal Dynamics"<br />3) "Lateral Dynamics"<br />4) "Vertical Dynamics"<br />5) "Mass Properties Analysis and Control"<br />6) "Tire Behavior"<br />7) "Aerodynamics"<br />8) "Advanced Topics"<br />9) "Design (Styling)"<br />10) "Conclusion, Business and Manufacturing"<br />Part 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia,  estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia. Part 6 constitutes a study of friction vs. traction, normal load vs. deflection, normal load vs. contact area, load capacity, vertical stiffness, lateral traction, longitudinal traction, %Slip, Slip Angle, Traction Ellipse, rolling resistance, temperature effects, speed effects. Part 7 constitutes a study of Navier-Stokes Equations, dimensionless indicators (Reynolds Number, Mach Number), streamlines, Bernoulli’s Equation, drag, lift, boundary layer, separation, wake, vortices, center of pressure, aerodynamic stability, wings, fences, spoilers. Part 8 constitutes a study of camber, caster, toe in/out, scrub, kingpin angle, scrub radius, effective spring rate, roll stiffness, suspension geometry, roll axis, steering geometry, turn centers, geared and equivalent gearless systems, products of inertia, gyroscopic reactions, fuel economy, standing wave, hydroplaning. Part 9 introduces the concept of Design (a.k.a. Styling), Design Schools, Design Practitioners, Design Process, Exterior Design, Interior Design. Part 10 deals with the business and manufacturing aspects of automotive endeavors: business plan (product, market, cash flow, P&L, capitalization, ROI, etc.), profit and loss statements, break-even analysis, in-house or subcontract decisions, plant location and layout, jigs and fixtures, equipment, supply and inventory, customer service & relations strategy.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="29b70597be5e1e96bdb7eb8c3b0c1aa9" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":46849333,"asset_id":26556156,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/46849333/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="26556156"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="26556156"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 26556156; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=26556156]").text(description); $(".js-view-count[data-work-id=26556156]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 26556156; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='26556156']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 26556156, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "29b70597be5e1e96bdb7eb8c3b0c1aa9" } } $('.js-work-strip[data-work-id=26556156]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":26556156,"title":"AUTOMOTIVE DYNAMICS and DESIGN: CONCLUSION, BUSINESS and MANUFACTURING","translated_title":"","metadata":{"abstract":"“Conclusion, Business and Manufacturing” is Part 10 of a ten part presentation series \"Automotive Dynamics and Design\". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:\n1) \"Automotive Dynamics and Design\"\n2) \"Longitudinal Dynamics\"\n3) \"Lateral Dynamics\"\n4) \"Vertical Dynamics\"\n5) \"Mass Properties Analysis and Control\"\n6) \"Tire Behavior\"\n7) \"Aerodynamics\"\n8) \"Advanced Topics\"\n9) \"Design (Styling)\"\n10) \"Conclusion, Business and Manufacturing\"\nPart 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia, estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia. Part 6 constitutes a study of friction vs. traction, normal load vs. deflection, normal load vs. contact area, load capacity, vertical stiffness, lateral traction, longitudinal traction, %Slip, Slip Angle, Traction Ellipse, rolling resistance, temperature effects, speed effects. Part 7 constitutes a study of Navier-Stokes Equations, dimensionless indicators (Reynolds Number, Mach Number), streamlines, Bernoulli’s Equation, drag, lift, boundary layer, separation, wake, vortices, center of pressure, aerodynamic stability, wings, fences, spoilers. Part 8 constitutes a study of camber, caster, toe in/out, scrub, kingpin angle, scrub radius, effective spring rate, roll stiffness, suspension geometry, roll axis, steering geometry, turn centers, geared and equivalent gearless systems, products of inertia, gyroscopic reactions, fuel economy, standing wave, hydroplaning. Part 9 introduces the concept of Design (a.k.a. Styling), Design Schools, Design Practitioners, Design Process, Exterior Design, Interior Design. Part 10 deals with the business and manufacturing aspects of automotive endeavors: business plan (product, market, cash flow, P\u0026L, capitalization, ROI, etc.), profit and loss statements, break-even analysis, in-house or subcontract decisions, plant location and layout, jigs and fixtures, equipment, supply and inventory, customer service \u0026 relations strategy. \n"},"translated_abstract":"“Conclusion, Business and Manufacturing” is Part 10 of a ten part presentation series \"Automotive Dynamics and Design\". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:\n1) \"Automotive Dynamics and Design\"\n2) \"Longitudinal Dynamics\"\n3) \"Lateral Dynamics\"\n4) \"Vertical Dynamics\"\n5) \"Mass Properties Analysis and Control\"\n6) \"Tire Behavior\"\n7) \"Aerodynamics\"\n8) \"Advanced Topics\"\n9) \"Design (Styling)\"\n10) \"Conclusion, Business and Manufacturing\"\nPart 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia, estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia. Part 6 constitutes a study of friction vs. traction, normal load vs. deflection, normal load vs. contact area, load capacity, vertical stiffness, lateral traction, longitudinal traction, %Slip, Slip Angle, Traction Ellipse, rolling resistance, temperature effects, speed effects. Part 7 constitutes a study of Navier-Stokes Equations, dimensionless indicators (Reynolds Number, Mach Number), streamlines, Bernoulli’s Equation, drag, lift, boundary layer, separation, wake, vortices, center of pressure, aerodynamic stability, wings, fences, spoilers. Part 8 constitutes a study of camber, caster, toe in/out, scrub, kingpin angle, scrub radius, effective spring rate, roll stiffness, suspension geometry, roll axis, steering geometry, turn centers, geared and equivalent gearless systems, products of inertia, gyroscopic reactions, fuel economy, standing wave, hydroplaning. Part 9 introduces the concept of Design (a.k.a. Styling), Design Schools, Design Practitioners, Design Process, Exterior Design, Interior Design. 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wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/25500955/AUTOMOTIVE_DYNAMICS_and_DESIGN_STYLING">AUTOMOTIVE DYNAMICS and DESIGN: STYLING</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Abstract: “Design (Styling)” is Part 9 of a ten part presentation series "Automotive Dynamics and...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Abstract:<br />“Design (Styling)” is Part 9 of a ten part presentation series "Automotive Dynamics and Design". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:<br />1) "Automotive Dynamics and Design"<br />2) "Longitudinal Dynamics"<br />3) "Lateral Dynamics"<br />4) "Vertical Dynamics"<br />5) "Mass Properties Analysis and Control"<br />6) "Tire Behavior"<br />7) "Aerodynamics"<br />8) "Advanced Topics"<br />9) "Design (Styling)"<br />10) "Summary"<br />Part 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia,  estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia. Part 6 constitutes a study of friction vs. traction, normal load vs. deflection, normal load vs. contact area, load capacity, vertical stiffness, lateral traction, longitudinal traction, %Slip, Slip Angle, Traction Ellipse, rolling resistance, temperature effects, speed effects. Part 7 constitutes a study of Navier-Stokes Equations, dimensionless indicators (Reynolds Number, Mach Number), streamlines, Bernoulli’s Equation, drag, lift, boundary layer, separation, wake, vortices, center of pressure, aerodynamic stability, wings, fences, spoilers. Part 8 constitutes a study of camber, caster, toe in/out, scrub, kingpin angle, scrub radius, effective spring rate, roll stiffness, suspension geometry, roll axis, steering geometry, turn centers, geared and equivalent gearless systems, products of inertia, gyroscopic reactions, fuel economy, standing wave, hydroplaning. Part 9 introduces the concept of Design (a.k.a. Styling), Design Schools, Design Practitioners, Design Process, Exterior Design, Interior Design. Part 10 deals with the business aspects of automotive endeavors: business plan, profit and loss statements, break-even analysis, in-house or subcontract, plant location and layout, jigs and fixtures, equipment, supply and inventory, customer service & relations.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="6f38029f179b71a260ed760194fcc224" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":45820867,"asset_id":25500955,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/45820867/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="25500955"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="25500955"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 25500955; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=25500955]").text(description); $(".js-view-count[data-work-id=25500955]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 25500955; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='25500955']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 25500955, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "6f38029f179b71a260ed760194fcc224" } } $('.js-work-strip[data-work-id=25500955]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":25500955,"title":"AUTOMOTIVE DYNAMICS and DESIGN: STYLING","translated_title":"","metadata":{"abstract":"Abstract:\n“Design (Styling)” is Part 9 of a ten part presentation series \"Automotive Dynamics and Design\". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:\n1) \"Automotive Dynamics and Design\"\n2) \"Longitudinal Dynamics\"\n3) \"Lateral Dynamics\"\n4) \"Vertical Dynamics\"\n5) \"Mass Properties Analysis and Control\"\n6) \"Tire Behavior\"\n7) \"Aerodynamics\"\n8) \"Advanced Topics\"\n9) \"Design (Styling)\"\n10) \"Summary\"\nPart 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia, estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia. Part 6 constitutes a study of friction vs. traction, normal load vs. deflection, normal load vs. contact area, load capacity, vertical stiffness, lateral traction, longitudinal traction, %Slip, Slip Angle, Traction Ellipse, rolling resistance, temperature effects, speed effects. Part 7 constitutes a study of Navier-Stokes Equations, dimensionless indicators (Reynolds Number, Mach Number), streamlines, Bernoulli’s Equation, drag, lift, boundary layer, separation, wake, vortices, center of pressure, aerodynamic stability, wings, fences, spoilers. Part 8 constitutes a study of camber, caster, toe in/out, scrub, kingpin angle, scrub radius, effective spring rate, roll stiffness, suspension geometry, roll axis, steering geometry, turn centers, geared and equivalent gearless systems, products of inertia, gyroscopic reactions, fuel economy, standing wave, hydroplaning. Part 9 introduces the concept of Design (a.k.a. Styling), Design Schools, Design Practitioners, Design Process, Exterior Design, Interior Design. Part 10 deals with the business aspects of automotive endeavors: business plan, profit and loss statements, break-even analysis, in-house or subcontract, plant location and layout, jigs and fixtures, equipment, supply and inventory, customer service \u0026 relations.\n"},"translated_abstract":"Abstract:\n“Design (Styling)” is Part 9 of a ten part presentation series \"Automotive Dynamics and Design\". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:\n1) \"Automotive Dynamics and Design\"\n2) \"Longitudinal Dynamics\"\n3) \"Lateral Dynamics\"\n4) \"Vertical Dynamics\"\n5) \"Mass Properties Analysis and Control\"\n6) \"Tire Behavior\"\n7) \"Aerodynamics\"\n8) \"Advanced Topics\"\n9) \"Design (Styling)\"\n10) \"Summary\"\nPart 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia, estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia. Part 6 constitutes a study of friction vs. traction, normal load vs. deflection, normal load vs. contact area, load capacity, vertical stiffness, lateral traction, longitudinal traction, %Slip, Slip Angle, Traction Ellipse, rolling resistance, temperature effects, speed effects. Part 7 constitutes a study of Navier-Stokes Equations, dimensionless indicators (Reynolds Number, Mach Number), streamlines, Bernoulli’s Equation, drag, lift, boundary layer, separation, wake, vortices, center of pressure, aerodynamic stability, wings, fences, spoilers. Part 8 constitutes a study of camber, caster, toe in/out, scrub, kingpin angle, scrub radius, effective spring rate, roll stiffness, suspension geometry, roll axis, steering geometry, turn centers, geared and equivalent gearless systems, products of inertia, gyroscopic reactions, fuel economy, standing wave, hydroplaning. Part 9 introduces the concept of Design (a.k.a. Styling), Design Schools, Design Practitioners, Design Process, Exterior Design, Interior Design. Part 10 deals with the business aspects of automotive endeavors: business plan, profit and loss statements, break-even analysis, in-house or subcontract, plant location and layout, jigs and fixtures, equipment, supply and inventory, customer service \u0026 relations.\n","internal_url":"https://www.academia.edu/25500955/AUTOMOTIVE_DYNAMICS_and_DESIGN_STYLING","translated_internal_url":"","created_at":"2016-05-20T21:19:56.200-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"draft","co_author_tags":[],"downloadable_attachments":[{"id":45820867,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/45820867/thumbnails/1.jpg","file_name":"9-DESIGN_STYLING.pdf","download_url":"https://www.academia.edu/attachments/45820867/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"AUTOMOTIVE_DYNAMICS_and_DESIGN_STYLING.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/45820867/9-DESIGN_STYLING-libre.pdf?1463804325=\u0026response-content-disposition=attachment%3B+filename%3DAUTOMOTIVE_DYNAMICS_and_DESIGN_STYLING.pdf\u0026Expires=1732360683\u0026Signature=EqJdNykNWQRYY7iwblb5psKaVLDFhlH6y4G-TIaHOt6BlY6rytMeQ9ctJ81x~5f5qLttcfCFjgXd6s0D6UShoYEw8tCmY0sElSjwCGbPx2s3bB1WJqFN8tHSQnHvWozrt1iGil9XSR15743nA4N~C640SWjz3uNa3aD49wgvQ6O9TERazqebfoigWsFfkWOt4O3YekKc5trT4vaxacKBgy34bhGHx-LYyGk-aChLC3AKbFi9-QnsoXe8UaDDaNljt0L-cajYnEWo7oh5OACBK0qASZl1qv58k~PYatBBw2qKt0lJW54DxT4lzNLej-Nqa3WPDrXCAB5xDld5H85tSA__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"AUTOMOTIVE_DYNAMICS_and_DESIGN_STYLING","translated_slug":"","page_count":183,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":45820867,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/45820867/thumbnails/1.jpg","file_name":"9-DESIGN_STYLING.pdf","download_url":"https://www.academia.edu/attachments/45820867/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"AUTOMOTIVE_DYNAMICS_and_DESIGN_STYLING.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/45820867/9-DESIGN_STYLING-libre.pdf?1463804325=\u0026response-content-disposition=attachment%3B+filename%3DAUTOMOTIVE_DYNAMICS_and_DESIGN_STYLING.pdf\u0026Expires=1732360683\u0026Signature=EqJdNykNWQRYY7iwblb5psKaVLDFhlH6y4G-TIaHOt6BlY6rytMeQ9ctJ81x~5f5qLttcfCFjgXd6s0D6UShoYEw8tCmY0sElSjwCGbPx2s3bB1WJqFN8tHSQnHvWozrt1iGil9XSR15743nA4N~C640SWjz3uNa3aD49wgvQ6O9TERazqebfoigWsFfkWOt4O3YekKc5trT4vaxacKBgy34bhGHx-LYyGk-aChLC3AKbFi9-QnsoXe8UaDDaNljt0L-cajYnEWo7oh5OACBK0qASZl1qv58k~PYatBBw2qKt0lJW54DxT4lzNLej-Nqa3WPDrXCAB5xDld5H85tSA__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":9226,"name":"Automotive History","url":"https://www.academia.edu/Documents/in/Automotive_History"},{"id":60144,"name":"Automotive","url":"https://www.academia.edu/Documents/in/Automotive"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":208009,"name":"Automotive Styling","url":"https://www.academia.edu/Documents/in/Automotive_Styling"},{"id":1520631,"name":"Automotive design and styling","url":"https://www.academia.edu/Documents/in/Automotive_design_and_styling"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="23305754"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/23305754/AUTOMOTIVE_DYNAMICS_and_DESIGN_AERODYNAMICS"><img alt="Research paper thumbnail of AUTOMOTIVE DYNAMICS and DESIGN: AERODYNAMICS" class="work-thumbnail" src="https://attachments.academia-assets.com/43767822/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/23305754/AUTOMOTIVE_DYNAMICS_and_DESIGN_AERODYNAMICS">AUTOMOTIVE DYNAMICS and DESIGN: AERODYNAMICS</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">“Areodynamics” is Part 7 of a ten part presentation series "Automotive Dynamics and Design". The ...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">“Areodynamics” is Part 7 of a ten part presentation series "Automotive Dynamics and Design". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:<br />1) "Automotive Dynamics and Design"<br />2) "Longitudinal Dynamics"<br />3) "Lateral Dynamics"<br />4) "Vertical Dynamics"<br />5) "Mass Properties Analysis and Control"<br />6) "Tire Behavior"<br />7) "Aerodynamics"<br />8) "Advanced Topics"<br />9) "Design (Styling)"<br />10) "Summary"<br />Part 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia,  estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia. Part 6 constitutes a study of friction vs. traction, normal load vs. deflection, normal load vs. contact area, load capacity, vertical stiffness, lateral traction, longitudinal traction, %Slip, Slip Angle, Traction Ellipse, rolling resistance, temperature effects, speed effects. Part 7 constitutes a study of Navier-Stokes Equations, dimensionless indicators (Reynolds Number, Mach Number), streamlines, Bernoulli’s Equation, drag, lift, boundary layer, separation, wake, vortices, center of pressure, aerodynamic stability, wings, fences, spoilers. Part 8 constitutes a study of camber, caster, toe in/out, scrub, kingpin angle, scrub radius, effective spring rate, roll stiffness, suspension geometry, roll axis, steering geometry, turn centers, geared and equivalent gearless systems, products of inertia, gyroscopic reactions, fuel economy, standing wave, hydroplaning.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="6cbd3bf0862a13b585829e7561503a97" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":43767822,"asset_id":23305754,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/43767822/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="23305754"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="23305754"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 23305754; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=23305754]").text(description); $(".js-view-count[data-work-id=23305754]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 23305754; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='23305754']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 23305754, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "6cbd3bf0862a13b585829e7561503a97" } } $('.js-work-strip[data-work-id=23305754]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":23305754,"title":"AUTOMOTIVE DYNAMICS and DESIGN: AERODYNAMICS","translated_title":"","metadata":{"abstract":"“Areodynamics” is Part 7 of a ten part presentation series \"Automotive Dynamics and Design\". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:\n1) \"Automotive Dynamics and Design\"\n2) \"Longitudinal Dynamics\"\n3) \"Lateral Dynamics\"\n4) \"Vertical Dynamics\"\n5) \"Mass Properties Analysis and Control\"\n6) \"Tire Behavior\"\n7) \"Aerodynamics\"\n8) \"Advanced Topics\"\n9) \"Design (Styling)\"\n10) \"Summary\"\nPart 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia, estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia. Part 6 constitutes a study of friction vs. traction, normal load vs. deflection, normal load vs. contact area, load capacity, vertical stiffness, lateral traction, longitudinal traction, %Slip, Slip Angle, Traction Ellipse, rolling resistance, temperature effects, speed effects. Part 7 constitutes a study of Navier-Stokes Equations, dimensionless indicators (Reynolds Number, Mach Number), streamlines, Bernoulli’s Equation, drag, lift, boundary layer, separation, wake, vortices, center of pressure, aerodynamic stability, wings, fences, spoilers. Part 8 constitutes a study of camber, caster, toe in/out, scrub, kingpin angle, scrub radius, effective spring rate, roll stiffness, suspension geometry, roll axis, steering geometry, turn centers, geared and equivalent gearless systems, products of inertia, gyroscopic reactions, fuel economy, standing wave, hydroplaning.\n"},"translated_abstract":"“Areodynamics” is Part 7 of a ten part presentation series \"Automotive Dynamics and Design\". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:\n1) \"Automotive Dynamics and Design\"\n2) \"Longitudinal Dynamics\"\n3) \"Lateral Dynamics\"\n4) \"Vertical Dynamics\"\n5) \"Mass Properties Analysis and Control\"\n6) \"Tire Behavior\"\n7) \"Aerodynamics\"\n8) \"Advanced Topics\"\n9) \"Design (Styling)\"\n10) \"Summary\"\nPart 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia, estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia. Part 6 constitutes a study of friction vs. traction, normal load vs. deflection, normal load vs. contact area, load capacity, vertical stiffness, lateral traction, longitudinal traction, %Slip, Slip Angle, Traction Ellipse, rolling resistance, temperature effects, speed effects. Part 7 constitutes a study of Navier-Stokes Equations, dimensionless indicators (Reynolds Number, Mach Number), streamlines, Bernoulli’s Equation, drag, lift, boundary layer, separation, wake, vortices, center of pressure, aerodynamic stability, wings, fences, spoilers. Part 8 constitutes a study of camber, caster, toe in/out, scrub, kingpin angle, scrub radius, effective spring rate, roll stiffness, suspension geometry, roll axis, steering geometry, turn centers, geared and equivalent gearless systems, products of inertia, gyroscopic reactions, fuel economy, standing wave, hydroplaning.\n","internal_url":"https://www.academia.edu/23305754/AUTOMOTIVE_DYNAMICS_and_DESIGN_AERODYNAMICS","translated_internal_url":"","created_at":"2016-03-15T21:21:14.648-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"draft","co_author_tags":[],"downloadable_attachments":[{"id":43767822,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/43767822/thumbnails/1.jpg","file_name":"7-AERO_DYNAMICS.pdf","download_url":"https://www.academia.edu/attachments/43767822/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"AUTOMOTIVE_DYNAMICS_and_DESIGN_AERODYNAM.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/43767822/7-AERO_DYNAMICS-libre.pdf?1458102810=\u0026response-content-disposition=attachment%3B+filename%3DAUTOMOTIVE_DYNAMICS_and_DESIGN_AERODYNAM.pdf\u0026Expires=1732395242\u0026Signature=cBukKtUwjF771zFoQydr9TwMPCTlThn4yMy4nC0PWwKKf65cr9mfYJpZPi5MHIu3R1hmLlnPqqwUTxxnz~vpUSIklttQvgRTqWxCPYvBYXxyXIWnGLKeNbZ94TJ0JN3XWSOviJyzCag59P-F17yCYRYsBzJdqz~AkNN-B0E72CLzNO1sHhxHaTotbKs30GIDYIsUoMRK2YmRX1BfzZvLAk9YoNM5n9jXnamftBXrelFiPMs5CUy~4jJwW3I~E4Q05WXldUtWw06DLmkpGSXwbsvZOJe0uYaw2O0-wust4NyLBhlwXLRcxLBGlRkFgik3weQ6DtmgdJDbQT8fIM9sPQ__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"AUTOMOTIVE_DYNAMICS_and_DESIGN_AERODYNAMICS","translated_slug":"","page_count":97,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":43767822,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/43767822/thumbnails/1.jpg","file_name":"7-AERO_DYNAMICS.pdf","download_url":"https://www.academia.edu/attachments/43767822/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"AUTOMOTIVE_DYNAMICS_and_DESIGN_AERODYNAM.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/43767822/7-AERO_DYNAMICS-libre.pdf?1458102810=\u0026response-content-disposition=attachment%3B+filename%3DAUTOMOTIVE_DYNAMICS_and_DESIGN_AERODYNAM.pdf\u0026Expires=1732395242\u0026Signature=cBukKtUwjF771zFoQydr9TwMPCTlThn4yMy4nC0PWwKKf65cr9mfYJpZPi5MHIu3R1hmLlnPqqwUTxxnz~vpUSIklttQvgRTqWxCPYvBYXxyXIWnGLKeNbZ94TJ0JN3XWSOviJyzCag59P-F17yCYRYsBzJdqz~AkNN-B0E72CLzNO1sHhxHaTotbKs30GIDYIsUoMRK2YmRX1BfzZvLAk9YoNM5n9jXnamftBXrelFiPMs5CUy~4jJwW3I~E4Q05WXldUtWw06DLmkpGSXwbsvZOJe0uYaw2O0-wust4NyLBhlwXLRcxLBGlRkFgik3weQ6DtmgdJDbQT8fIM9sPQ__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":60,"name":"Mechanical Engineering","url":"https://www.academia.edu/Documents/in/Mechanical_Engineering"},{"id":2435,"name":"Fluid Mechanics","url":"https://www.academia.edu/Documents/in/Fluid_Mechanics"},{"id":9226,"name":"Automotive History","url":"https://www.academia.edu/Documents/in/Automotive_History"},{"id":10875,"name":"Aerodynamics","url":"https://www.academia.edu/Documents/in/Aerodynamics"},{"id":22920,"name":"Automobile","url":"https://www.academia.edu/Documents/in/Automobile"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":258385,"name":"Automotive Technology","url":"https://www.academia.edu/Documents/in/Automotive_Technology"},{"id":381104,"name":"Fluid Machinery and Fluid Mechanics:","url":"https://www.academia.edu/Documents/in/Fluid_Machinery_and_Fluid_Mechanics_"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="22533838"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/22533838/AUTOMOTIVE_DYNAMICS_and_DESIGN_TIRE_BEHAVIOR"><img alt="Research paper thumbnail of AUTOMOTIVE DYNAMICS and DESIGN: TIRE BEHAVIOR" class="work-thumbnail" src="https://attachments.academia-assets.com/43147572/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/22533838/AUTOMOTIVE_DYNAMICS_and_DESIGN_TIRE_BEHAVIOR">AUTOMOTIVE DYNAMICS and DESIGN: TIRE BEHAVIOR</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">“Tire Behavior” is Part 6 of a ten part presentation series "Automotive Dynamics and Design". The...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">“Tire Behavior” is Part 6 of a ten part presentation series "Automotive Dynamics and Design". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:<br />1) "Automotive Dynamics and Design"<br />2) "Longitudinal Dynamics"<br />3) "Lateral Dynamics"<br />4) "Vertical Dynamics"<br />5) "Mass Properties Analysis and Control"<br />6) "Tire Behavior"<br />7) "Aerodynamics"<br />8) "Advanced Topics"<br />9) "Design (Styling)"<br />10) "Summary"<br />Part 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia,  estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia. Part 6 constitutes a study of friction vs. traction, normal load vs. deflection, normal load vs. contact area, load capacity, vertical stiffness, lateral traction, longitudinal traction, %Slip, Slip Angle, Traction Ellipse, rolling resistance, temperature effects, speed effects.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="93778cb873139616b7aa0ef2b2887f17" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":43147572,"asset_id":22533838,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/43147572/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="22533838"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="22533838"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 22533838; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=22533838]").text(description); $(".js-view-count[data-work-id=22533838]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 22533838; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='22533838']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 22533838, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "93778cb873139616b7aa0ef2b2887f17" } } $('.js-work-strip[data-work-id=22533838]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":22533838,"title":"AUTOMOTIVE DYNAMICS and DESIGN: TIRE BEHAVIOR","translated_title":"","metadata":{"abstract":"“Tire Behavior” is Part 6 of a ten part presentation series \"Automotive Dynamics and Design\". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:\n1) \"Automotive Dynamics and Design\"\n2) \"Longitudinal Dynamics\"\n3) \"Lateral Dynamics\"\n4) \"Vertical Dynamics\"\n5) \"Mass Properties Analysis and Control\"\n6) \"Tire Behavior\"\n7) \"Aerodynamics\"\n8) \"Advanced Topics\"\n9) \"Design (Styling)\"\n10) \"Summary\"\nPart 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia, estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia. Part 6 constitutes a study of friction vs. traction, normal load vs. deflection, normal load vs. contact area, load capacity, vertical stiffness, lateral traction, longitudinal traction, %Slip, Slip Angle, Traction Ellipse, rolling resistance, temperature effects, speed effects.\n"},"translated_abstract":"“Tire Behavior” is Part 6 of a ten part presentation series \"Automotive Dynamics and Design\". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:\n1) \"Automotive Dynamics and Design\"\n2) \"Longitudinal Dynamics\"\n3) \"Lateral Dynamics\"\n4) \"Vertical Dynamics\"\n5) \"Mass Properties Analysis and Control\"\n6) \"Tire Behavior\"\n7) \"Aerodynamics\"\n8) \"Advanced Topics\"\n9) \"Design (Styling)\"\n10) \"Summary\"\nPart 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia, estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia. Part 6 constitutes a study of friction vs. traction, normal load vs. deflection, normal load vs. contact area, load capacity, vertical stiffness, lateral traction, longitudinal traction, %Slip, Slip Angle, Traction Ellipse, rolling resistance, temperature effects, speed effects.\n","internal_url":"https://www.academia.edu/22533838/AUTOMOTIVE_DYNAMICS_and_DESIGN_TIRE_BEHAVIOR","translated_internal_url":"","created_at":"2016-02-27T16:34:22.513-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"draft","co_author_tags":[],"downloadable_attachments":[{"id":43147572,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/43147572/thumbnails/1.jpg","file_name":"6-TIRE_BEHAVIOR_friction__traction__material__structure_lateral_longitudinal_lat_long_temp_speed__expansion__108_pp.pdf","download_url":"https://www.academia.edu/attachments/43147572/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"AUTOMOTIVE_DYNAMICS_and_DESIGN_TIRE_BEHA.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/43147572/6-TIRE_BEHAVIOR_friction__traction__material__structure_lateral_longitudinal_lat_long_temp_speed__expansion__108_pp.pdf?1456618940=\u0026response-content-disposition=attachment%3B+filename%3DAUTOMOTIVE_DYNAMICS_and_DESIGN_TIRE_BEHA.pdf\u0026Expires=1732395242\u0026Signature=Pa88WgwczsoYLTScrIqGnAv8zqWbv0QW0AMc-H-Xm2fgG0EQ7-vsiMZO2zO45FNQy0~wT3pgT6sX1Gqb3J6B9~Ge3u5uwv-IiPE7XAp4yeeN38KqPsI4hctK2xFZwZYEfzGkHvVB7HV0bjsCRA1WqW9yj9Y7FSTDNzRMCS2iSPfg65cc~zfggsChd2~dOJp07Tz1IjWX6G-F--FguQhrZER2fX2ZCvvkSy2~60un5U58lYMc4XakFStu9TR1CD0O7mWW1Q3cWTZf6Vr9~kfo5O6K3vyLN2nmgT5Z9-xpPg2cddbQIPZHOX2GhJ7qrFvPxK3rcpunQqCPLjvPFY-CmQ__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"AUTOMOTIVE_DYNAMICS_and_DESIGN_TIRE_BEHAVIOR","translated_slug":"","page_count":108,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian P Wiegand","url":"https://pratt.academia.edu/BrianWiegand"},"attachments":[{"id":43147572,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/43147572/thumbnails/1.jpg","file_name":"6-TIRE_BEHAVIOR_friction__traction__material__structure_lateral_longitudinal_lat_long_temp_speed__expansion__108_pp.pdf","download_url":"https://www.academia.edu/attachments/43147572/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"AUTOMOTIVE_DYNAMICS_and_DESIGN_TIRE_BEHA.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/43147572/6-TIRE_BEHAVIOR_friction__traction__material__structure_lateral_longitudinal_lat_long_temp_speed__expansion__108_pp.pdf?1456618940=\u0026response-content-disposition=attachment%3B+filename%3DAUTOMOTIVE_DYNAMICS_and_DESIGN_TIRE_BEHA.pdf\u0026Expires=1732395242\u0026Signature=Pa88WgwczsoYLTScrIqGnAv8zqWbv0QW0AMc-H-Xm2fgG0EQ7-vsiMZO2zO45FNQy0~wT3pgT6sX1Gqb3J6B9~Ge3u5uwv-IiPE7XAp4yeeN38KqPsI4hctK2xFZwZYEfzGkHvVB7HV0bjsCRA1WqW9yj9Y7FSTDNzRMCS2iSPfg65cc~zfggsChd2~dOJp07Tz1IjWX6G-F--FguQhrZER2fX2ZCvvkSy2~60un5U58lYMc4XakFStu9TR1CD0O7mWW1Q3cWTZf6Vr9~kfo5O6K3vyLN2nmgT5Z9-xpPg2cddbQIPZHOX2GhJ7qrFvPxK3rcpunQqCPLjvPFY-CmQ__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":89,"name":"Automotive Systems Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Systems_Engineering"},{"id":22920,"name":"Automobile","url":"https://www.academia.edu/Documents/in/Automobile"},{"id":47297,"name":"Automotive Engineering","url":"https://www.academia.edu/Documents/in/Automotive_Engineering"},{"id":106301,"name":"Automotive design","url":"https://www.academia.edu/Documents/in/Automotive_design"},{"id":258385,"name":"Automotive Technology","url":"https://www.academia.edu/Documents/in/Automotive_Technology"},{"id":485649,"name":"Tire-road friction estimation","url":"https://www.academia.edu/Documents/in/Tire-road_friction_estimation"},{"id":1121575,"name":"Tire Technology","url":"https://www.academia.edu/Documents/in/Tire_Technology"},{"id":1178204,"name":"Tire Technologist","url":"https://www.academia.edu/Documents/in/Tire_Technologist"},{"id":1222521,"name":"Rolling Resistance, Fuel Economy, Non-Pneumatic Tires","url":"https://www.academia.edu/Documents/in/Rolling_Resistance_Fuel_Economy_Non-Pneumatic_Tires"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="22495682"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/22495682/AUTOMOTIVE_DYNAMICS_and_DESIGN_MASS_PROPERTIES_ANALYSIS_and_CONTROL"><img alt="Research paper thumbnail of AUTOMOTIVE DYNAMICS and DESIGN: MASS PROPERTIES ANALYSIS & CONTROL" class="work-thumbnail" src="https://attachments.academia-assets.com/43115008/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/22495682/AUTOMOTIVE_DYNAMICS_and_DESIGN_MASS_PROPERTIES_ANALYSIS_and_CONTROL">AUTOMOTIVE DYNAMICS and DESIGN: MASS PROPERTIES ANALYSIS & CONTROL</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">“Mass Properties Analysis and Control” is Part 5 of a ten part presentation series "Automotive Dy...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">“Mass Properties Analysis and Control” is Part 5 of a ten part presentation series "Automotive Dynamics and Design". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:<br />1) "Automotive Dynamics and Design"<br />2) "Longitudinal Dynamics"<br />3) "Lateral Dynamics"<br />4) "Vertical Dynamics"<br />5) "Mass Properties Analysis and Control"<br />6) "Tire Behavior"<br />7) "Aerodynamics"<br />8) "Advanced Topics"<br />9) "Design (Styling)"<br />10) "Summary"<br />Part 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia,  estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="8f854c06792931a7410b70731ab30833" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":43115008,"asset_id":22495682,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/43115008/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="22495682"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="22495682"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 22495682; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=22495682]").text(description); $(".js-view-count[data-work-id=22495682]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 22495682; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='22495682']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 22495682, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "8f854c06792931a7410b70731ab30833" } } $('.js-work-strip[data-work-id=22495682]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":22495682,"title":"AUTOMOTIVE DYNAMICS and DESIGN: MASS PROPERTIES ANALYSIS \u0026 CONTROL","translated_title":"","metadata":{"abstract":"“Mass Properties Analysis and Control” is Part 5 of a ten part presentation series \"Automotive Dynamics and Design\". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:\n1) \"Automotive Dynamics and Design\"\n2) \"Longitudinal Dynamics\"\n3) \"Lateral Dynamics\"\n4) \"Vertical Dynamics\"\n5) \"Mass Properties Analysis and Control\"\n6) \"Tire Behavior\"\n7) \"Aerodynamics\"\n8) \"Advanced Topics\"\n9) \"Design (Styling)\"\n10) \"Summary\"\nPart 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia, estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia.\n"},"translated_abstract":"“Mass Properties Analysis and Control” is Part 5 of a ten part presentation series \"Automotive Dynamics and Design\". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:\n1) \"Automotive Dynamics and Design\"\n2) \"Longitudinal Dynamics\"\n3) \"Lateral Dynamics\"\n4) \"Vertical Dynamics\"\n5) \"Mass Properties Analysis and Control\"\n6) \"Tire Behavior\"\n7) \"Aerodynamics\"\n8) \"Advanced Topics\"\n9) \"Design (Styling)\"\n10) \"Summary\"\nPart 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions. Part 5 constitutes a study of the ten mass properties equations, the ten mass properties uncertainty equations, standard deviation, normal distribution, regression analysis, coefficient of determination, correlation, degrees of freedom, total weight estimation, unsprung weight estimation, sprung weight estimation, estimation of the total weight c.g., estimation of the unsprung weight c.g., estimation of the sprung weight c.g., estimation of the total mass moments of inertia, estimation of the unsprung mass moments of inertia, estimation of the sprung mass moments of inertia, estimation of the total products of inertia, estimation of the sprung roll moment of inertia.\n","internal_url":"https://www.academia.edu/22495682/AUTOMOTIVE_DYNAMICS_and_DESIGN_MASS_PROPERTIES_ANALYSIS_and_CONTROL","translated_internal_url":"","created_at":"2016-02-26T16:08:56.179-08:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":4467262,"coauthors_can_edit":true,"document_type":"draft","co_author_tags":[],"downloadable_attachments":[{"id":43115008,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/43115008/thumbnails/1.jpg","file_name":"5-MASS_PROPERTIES_ANALYSIS___CONTROL_wt_acctng__uncert__std_dev__norm_dist__corellation__regression__est__89_pp.pdf","download_url":"https://www.academia.edu/attachments/43115008/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&","bulk_download_file_name":"AUTOMOTIVE_DYNAMICS_and_DESIGN_MASS_PROP.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/43115008/5-MASS_PROPERTIES_ANALYSIS___CONTROL_wt_acctng__uncert__std_dev__norm_dist__corellation__regression__est__89_pp-libre.pdf?1456532380=\u0026response-content-disposition=attachment%3B+filename%3DAUTOMOTIVE_DYNAMICS_and_DESIGN_MASS_PROP.pdf\u0026Expires=1732395242\u0026Signature=JfGqUMNFJZrgl7t8lRvdDt6KDilj1SbiAHVn7NSD7PMquotHSlbn1-I454EtuKlz21vmWfsQ2GlpZbVY1y7GHFwSpckAtbkenN67k9HslCNMcWgQb6nB~vNufRBZK2xhrmEjpwV9mjcnr8RVtmdXtW5PPH0khSZaGCUw15pMKDLpcPySjB82BgyJW17SOk67Oq0jpaVahYytAg4jnFIJ3FoXuhpKS5Nefk4r2e2rTHHkXF6w~~TvPPG-mKWOyubJvBt2PbMtfpEALRpACCTOjI4vilagZwCfYcN5CtPAEj7MxmozjG9WsTqbxcoqAGp2jaud0k5S9tWePXeUD~lxng__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"AUTOMOTIVE_DYNAMICS_and_DESIGN_MASS_PROPERTIES_ANALYSIS_and_CONTROL","translated_slug":"","page_count":89,"language":"en","content_type":"Work","owner":{"id":4467262,"first_name":"Brian","middle_initials":"P","last_name":"Wiegand","page_name":"BrianWiegand","domain_name":"pratt","created_at":"2013-06-07T11:56:36.002-07:00","display_name":"Brian 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href="https://www.academia.edu/22495106/AUTOMOTIVE_DYNAMICS_and_DESIGN_VERTICAL_DYNAMICS"><img alt="Research paper thumbnail of AUTOMOTIVE DYNAMICS and DESIGN: VERTICAL DYNAMICS" class="work-thumbnail" src="https://attachments.academia-assets.com/43113985/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/22495106/AUTOMOTIVE_DYNAMICS_and_DESIGN_VERTICAL_DYNAMICS">AUTOMOTIVE DYNAMICS and DESIGN: VERTICAL DYNAMICS</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">“Vertical Dynamics” is Part 4 of a ten part presentation series "Automotive Dynamics and Design"....</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">“Vertical Dynamics” is Part 4 of a ten part presentation series "Automotive Dynamics and Design". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:<br />1) "Automotive Dynamics and Design"<br />2) "Longitudinal Dynamics"<br />3) "Lateral Dynamics"<br />4) "Vertical Dynamics"<br />5) "Mass Properties Analysis and Control"<br />6) "Tire Behavior"<br />7) "Aerodynamics"<br />8) "Advanced Topics"<br />9) "Design (Styling)"<br />10) "Summary"<br />Part 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration. Part 3 constitutes a study of oversteer, understeer, directional stability, rollover, lateral acceleration: transient and steady state. Part 4 constitutes a study of springing, damping, shock attenuation, road contact, road vibration transmissibility, ride motions.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="d5bbf3e41d0d92022b08103a41da7e6d" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":43113985,"asset_id":22495106,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/43113985/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="22495106"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="22495106"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 22495106; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=22495106]").text(description); $(".js-view-count[data-work-id=22495106]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 22495106; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='22495106']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 22495106, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "d5bbf3e41d0d92022b08103a41da7e6d" } } $('.js-work-strip[data-work-id=22495106]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":22495106,"title":"AUTOMOTIVE DYNAMICS and DESIGN: VERTICAL DYNAMICS","translated_title":"","metadata":{"abstract":"“Vertical Dynamics” is Part 4 of a ten part presentation series \"Automotive Dynamics and Design\". 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> <div class="js-work-strip profile--work_container" data-work-id="22407555"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/22407555/AUTOMOTIVE_DYNAMICS_and_DESIGN_LONGITUDINAL_DYNAMICS"><img alt="Research paper thumbnail of AUTOMOTIVE DYNAMICS and DESIGN: LONGITUDINAL DYNAMICS" class="work-thumbnail" src="https://attachments.academia-assets.com/43029820/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/22407555/AUTOMOTIVE_DYNAMICS_and_DESIGN_LONGITUDINAL_DYNAMICS">AUTOMOTIVE DYNAMICS and DESIGN: LONGITUDINAL DYNAMICS</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">“Longitudinal Dynamics” is Part 2 of a ten part presentation series "Automotive Dynamics and Desi...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">“Longitudinal Dynamics” is Part 2 of a ten part presentation series "Automotive Dynamics and Design". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:<br />1) "Automotive Dynamics and Design"<br />2) "Longitudinal Dynamics"<br />3) "Lateral Dynamics"<br />4) "Vertical Dynamics"<br />5) "Mass Properties Analysis and Control"<br />6) "Tire Behavior"<br />7) "Aerodynamics"<br />8) "Advanced Topics"<br />9) "Design (Styling)"<br />10) "Summary"<br />Part 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="4ef25a146e5b4d1710e2c388afa448c8" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":43029820,"asset_id":22407555,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/43029820/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="22407555"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="22407555"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 22407555; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=22407555]").text(description); $(".js-view-count[data-work-id=22407555]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 22407555; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='22407555']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 22407555, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "4ef25a146e5b4d1710e2c388afa448c8" } } $('.js-work-strip[data-work-id=22407555]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":22407555,"title":"AUTOMOTIVE DYNAMICS and DESIGN: LONGITUDINAL DYNAMICS","translated_title":"","metadata":{"abstract":"“Longitudinal Dynamics” is Part 2 of a ten part presentation series \"Automotive Dynamics and Design\". The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:\n1) \"Automotive Dynamics and Design\"\n2) \"Longitudinal Dynamics\"\n3) \"Lateral Dynamics\"\n4) \"Vertical Dynamics\"\n5) \"Mass Properties Analysis and Control\"\n6) \"Tire Behavior\"\n7) \"Aerodynamics\"\n8) \"Advanced Topics\"\n9) \"Design (Styling)\"\n10) \"Summary\"\nPart 1 is essentially an introduction to, and a syllabus for, the course of study. Part 2 constitutes a study of automotive acceleration, braking, and crash deceleration.\n"},"translated_abstract":"“Longitudinal Dynamics” is Part 2 of a ten part presentation series \"Automotive Dynamics and Design\". 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Th...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">"Automotive Dynamics and Design" is Part 1 of a ten part presentation series of the same name. The intent is to form a comprehensive series of lectures providing instruction in the design of automobiles from both a practical and a stylistic viewpoint. The ten segments constitute the core (reading assignments, homework, and test material not included) of a class to be given over a period of about twelve weeks. The ten course segments are:<br />1) "Automotive Dynamics and Design"<br />2) "Longitudinal Dynamics"<br />3) "Lateral Dynamics"<br />4) "Vertical Dynamics"<br />5) "Mass Properties Analysis and Control"<br />6) "Tire Behavior"<br />7) "Aerodynamics"<br />8) "Advanced Topics"<br />9) "Design (Styling)"<br />10) "Summary"<br />Part 1 is essentially an introduction to, and a syllabus for, the course of study.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="d61624005c040760ad46a9164976d662" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":43010576,"asset_id":22382531,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/43010576/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="22382531"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="22382531"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 22382531; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=22382531]").text(description); $(".js-view-count[data-work-id=22382531]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 22382531; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='22382531']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 22382531, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "d61624005c040760ad46a9164976d662" } } $('.js-work-strip[data-work-id=22382531]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":22382531,"title":"AUTOMOTIVE DYNAMICS and DESIGN: SYLLABUS","translated_title":"","metadata":{"abstract":"\"Automotive Dynamics and Design\" is Part 1 of a ten part presentation series of the same name. 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> </div><div class="profile--tab_content_container js-tab-pane tab-pane" data-section-id="8814241" id="conferencepresentations"><div class="js-work-strip profile--work_container" data-work-id="38005557"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/38005557/ESTIMATION_of_the_ROLLING_RESISTANCE_of_TIRES_PRESENTATION_SAE_2016_01_0445_"><img alt="Research paper thumbnail of ESTIMATION of the ROLLING RESISTANCE of TIRES PRESENTATION (SAE 2016-01-0445)" class="work-thumbnail" src="https://attachments.academia-assets.com/58025244/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/38005557/ESTIMATION_of_the_ROLLING_RESISTANCE_of_TIRES_PRESENTATION_SAE_2016_01_0445_">ESTIMATION of the ROLLING RESISTANCE of TIRES PRESENTATION (SAE 2016-01-0445)</a></div><div class="wp-workCard_item"><span>"Estimation of the Rolling Resistance of Tires"</span><span>, 2016</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Evaluation of the performance potential of an automotive conceptual design requires some initial ...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Evaluation of the performance potential of an automotive conceptual design requires some initial quantitative estimate of numerous relevant parameters. Such parameters include the vehicle mass properties, frontal and plan areas, aero drag and lift coefficients, available horsepower and torque, and various tire characteristics such as the rolling resistance coefficient(s)...<br />A number of rolling resistance models have been advanced since Robert William Thomson first patented the pneumatic rubber tire in 1845, most of them developed in the twentieth century. Most early models only crudely approximate tire rolling resistance behavior over a limited range of operation, while the latest models overcome those limitations but often at the expense of extreme complexity requiring significant computer resources. No model extant seems well suited to the task of providing a methodology for the estimation of a tire’s rolling resistance “coefficient” that is simple to use yet accurate enough for modern conceptual design evaluation.<br /> It was the intent of the paper "Estimation of the Rolling Resistance of Tires" (SAE 2016-01-0445) to suggest a methodology by which this seeming deficiency may be rectified. This is the presentation which accompanied the paper at the 2016 SAE World Congress in Detroit.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="4c3666037dbc7da182c62cb874b4fc6e" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":58025244,"asset_id":38005557,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/58025244/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="38005557"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="38005557"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 38005557; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=38005557]").text(description); $(".js-view-count[data-work-id=38005557]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 38005557; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='38005557']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 38005557, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "4c3666037dbc7da182c62cb874b4fc6e" } } $('.js-work-strip[data-work-id=38005557]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":38005557,"title":"ESTIMATION of the ROLLING RESISTANCE of TIRES PRESENTATION (SAE 2016-01-0445)","translated_title":"","metadata":{"doi":"10.4271/2016-01-0445","abstract":"Evaluation of the performance potential of an automotive conceptual design requires some initial quantitative estimate of numerous relevant parameters. Such parameters include the vehicle mass properties, frontal and plan areas, aero drag and lift coefficients, available horsepower and torque, and various tire characteristics such as the rolling resistance coefficient(s)...\nA number of rolling resistance models have been advanced since Robert William Thomson first patented the pneumatic rubber tire in 1845, most of them developed in the twentieth century. Most early models only crudely approximate tire rolling resistance behavior over a limited range of operation, while the latest models overcome those limitations but often at the expense of extreme complexity requiring significant computer resources. No model extant seems well suited to the task of providing a methodology for the estimation of a tire’s rolling resistance “coefficient” that is simple to use yet accurate enough for modern conceptual design evaluation.\n It was the intent of the paper \"Estimation of the Rolling Resistance of Tires\" (SAE 2016-01-0445) to suggest a methodology by which this seeming deficiency may be rectified. This is the presentation which accompanied the paper at the 2016 SAE World Congress in Detroit.\n","publication_date":{"day":null,"month":null,"year":2016,"errors":{}},"publication_name":"\"Estimation of the Rolling Resistance of Tires\""},"translated_abstract":"Evaluation of the performance potential of an automotive conceptual design requires some initial quantitative estimate of numerous relevant parameters. Such parameters include the vehicle mass properties, frontal and plan areas, aero drag and lift coefficients, available horsepower and torque, and various tire characteristics such as the rolling resistance coefficient(s)...\nA number of rolling resistance models have been advanced since Robert William Thomson first patented the pneumatic rubber tire in 1845, most of them developed in the twentieth century. Most early models only crudely approximate tire rolling resistance behavior over a limited range of operation, while the latest models overcome those limitations but often at the expense of extreme complexity requiring significant computer resources. No model extant seems well suited to the task of providing a methodology for the estimation of a tire’s rolling resistance “coefficient” that is simple to use yet accurate enough for modern conceptual design evaluation.\n It was the intent of the paper \"Estimation of the Rolling Resistance of Tires\" (SAE 2016-01-0445) to suggest a methodology by which this seeming deficiency may be rectified. 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") }); </script> </div><div class="profile--tab_content_container js-tab-pane tab-pane" data-section-id="13916837" id="teachingdocuments"><div class="js-work-strip profile--work_container" data-work-id="70293105"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/70293105/AUTOMOTIVE_LATERAL_DYNAMICS_and_MASS_PROPERTIES_SEMINAR_Rev_H_"><img alt="Research paper thumbnail of AUTOMOTIVE LATERAL DYNAMICS and MASS PROPERTIES SEMINAR (Rev H)" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/70293105/AUTOMOTIVE_LATERAL_DYNAMICS_and_MASS_PROPERTIES_SEMINAR_Rev_H_">AUTOMOTIVE LATERAL DYNAMICS and MASS PROPERTIES SEMINAR (Rev H)</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">This is a PDF/Scribd version of the PowerPoint material for a SAWE seminar given initially at the...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">This is a PDF/Scribd version of the PowerPoint material for a SAWE seminar given initially at the 2017 SAWE Regional Conference (Irving, Tx), and then again at the 2019 SAWE International Conference (Norfolk, Va). The course objective was to enable the student to make reasonably accurate maximum lateral acceleration, rollover lateral acceleration, directional stability, and steering responsiveness determinations in the course of vehicle design. The student was also to become acquainted with such things as the calculation of roll resistance, suspension roll center location, sprung mass roll axis inclination, sprung mass roll inertia, sprung mass roll moment arm, sprung mass roll angle under lateral acceleration, vehicle roll gain, vehicle dynamic index in yaw, transient center of rotation location, and transient yaw inertia. There was also considerable time spent on the behavior of tires under lateral load and “Ackermann Steering Geometry” relationships. <br />This seminar is very important for anyone engaged in vehicle design, in particular those designing with an emphasis on performance, and special effort has been expended to make it particularly relevant for those involved in the SAE Student Formula Design Competition. However, no one completing this course will walk away without having acquired some degree of enlightenment.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="d32f9fdcee0ac7d45995b188929fd150" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":80103622,"asset_id":70293105,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/80103622/download_file?st=MTczMjQzNDc3Nyw4LjIyMi4yMDguMTQ2&s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="70293105"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span><span id="work-strip-rankings-button-container"></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="70293105"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 70293105; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=70293105]").text(description); $(".js-view-count[data-work-id=70293105]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 70293105; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='70293105']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span><span><script>$(function() { new Works.PaperRankView({ workId: 70293105, container: "", }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-f77ea15d77ce96025a6048a514272ad8becbad23c641fc2b3bd6e24ca6ff1932.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "d32f9fdcee0ac7d45995b188929fd150" } } $('.js-work-strip[data-work-id=70293105]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":70293105,"title":"AUTOMOTIVE LATERAL DYNAMICS and MASS PROPERTIES SEMINAR (Rev H)","translated_title":"","metadata":{"abstract":"This is a PDF/Scribd version of the PowerPoint material for a SAWE seminar given initially at the 2017 SAWE Regional Conference (Irving, Tx), and then again at the 2019 SAWE International Conference (Norfolk, Va). 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