Dynamic Wheel Forces for subsequent Component Design 1

[morris9791]

Dear Experts,

I have just come across products online that capture dynamic wheel forces for cars and heavy vehicles by attaching the device to wheels etc.

Is data from such a device commonly used by OEM's to help design suspension and hub components due to forces acting on the wheel?

Or what is the typical instrumentation used to acquire wheel load data so that life of components can be evaluated via cumulative damage due to various wheel loads etc?

This data acquisition would be relatively new to my company so I’m trying to gather some data on how this type of approach might be used by OEM’s.

Any information will be greatly appreciated.

Best Regards
Eddie

 

[TVP]

Kistler makes some wheel force transducers that are commonly used by the automotive industry. Here is a link to a presentation showing an example of the setup:

http://www.corrsys-datron.com/Support/PDF_Downloads/Dynamic measurements_Corrsys-Kistler.pdf

Another method used is to individually strain gauge components that are part of the suspension in order to determine the respective loads. This way you are directly measuring the component in question.

 

[CoryPad]

Another wheel force transducer used in the auto industry:

http://www.PCBLoadTorque.com/WheelForceSensors.aspx

In addition to the wheel force transducers and the strain gages mentioned by TVP, accelerometers are used also.

 

[GregLocock]

Yup, we use 6 degree of freedom wheel force transducers to capture the input loads to the suspension. Analysing those loads into forces in arms etc is a time consuming and complex part of my job.

We used to strain gauge the important directions for each component, this is still used for correlation of the WFT data. That is, with 24 channels of WFT data we probably run another 10-20 strain gauges as correlation. The less correlation data you have, the quicker and easier the correlation process.






Cheers

Greg Locock


New here? Try reading these, they might help FAQ731-376

http://eng-tips.com/market.cfm?

 

[morris9791]

Thanks guys,

Do you consider the WTF to be an integral part of the design process for automobile design?

I guessing this data can be used to understand peak loads and load spectra for fatigue/durability design, something that we do not have at the moment.

We would have done some physical testing some time ago to establish load targets which would be a ‘one fit for all’ for any products we design.

I am just wondering should our firm consider something like this. Is there any ammunition could use to convince my boss to consider this?

Any information will be appreciated,
Best Regards
Eddie

 

[CapriRacer]

I would think that anytime you can get data that otherwise is not available, it gives you the opportunity to cut costs. Having a better handle on the actual loads means you can remove excess material without compromising the design.

If you are doing FEM, the data could be used to verify the model.

 

[CoryPad]

Acquiring road load data is an integral part of vehicle design. Multiple methods are used and you have to determine what is right for you considering things like accuracy, cost:benefit ratio, expertise required, etc.

 

[GregLocock]

There is a tradeoff between the ease of data acquisition, compared with strain gauge data, and the need to post process the WFT data. If you are happy with the strain gauge/load cell approach then you may not gain much by going to WFTs, which have their own issues - unsprung mass, geometry changes, expense, flexibility and inability to measure ultimate strength impact type events.

However, one way or another you need the stress data, I don't think that is negotiable.





Cheers

Greg Locock


New here? Try reading these, they might help FAQ731-376

http://eng-tips.com/market.cfm?