That was great and I agree with the previous comment. And I like the notion of adjusting the pivot points for a more enjoyable driving experience for a standard vehicle. So, if I am a little below and above the pivot points respectively, am still OK unless I am doing a dragster. And that would be its own driving experience LOL.
Hi Prof, excellent explanation! Thank you so much! However, why the anti dive is only analyzed on the front wheel not the rear? What about using the rear-axle only hand brake to brake the car? I did a similar calculation using your anti squat example with rear wheel drive model and got the rear axle weight loss. Is that always the case? A driving instructor once told me using rear brake will "tuck" the car in, I guess he meant squat. But that will by no means happen, right?
Great video. So the anti dive/squat has no effect on how the suspension handle bumps in genereral? Because the forces are then vertical and not horizontal?
Thank you Georg. I can see in the video that, when explaining the antisquat on acceleration, you consider the force reaction at the wheel contact point with the ground. Why do you think Miliken or Dixon consider this force applied to the wheel center? If you could recomend a more detailed explanation with the analysis of the forces on teh suspension elements would be very much apreciated.
I was wondering the same thing! The load transfer happens at the contact patch, but the torque from the engine->transmission->diff->IRS axles would happen at the wheel bearing... I'm confused.
@@thinkstormtorque isn't really localised like that. Any moment acting at the wheel bearing would be in the form of a frictional loss.. the torque is applied to the axle, but transmitted at the road
excellent video however why isnt the anti lift rear suspension intergrated into the dive formula? id like to learn the anti lift rear moment under braking
Good question! As mentioned in the beginning of the video, the vpp may be more or less well-defined. For leaf springs, in general, it is less well-defined. This does NOT mean that it does not exist, but it is more difficult to locate by mere geometry. Depending on the precise construction of the leaf spring suspension, it may be possible to estimate its location, but I am personally not aware of any rule for this. In general, when one is not able to locate the vpp geometrically, one would need to perform tests with the vehicle in order to find it.
![ไม่ต้องมีที่ที่ให้ฉันอยู่ แต่ขอแค่มีฉันอยู่ก็พอ (Spaceless) - getsunova [SHORT FILM]](http://i.ytimg.com/vi/MuT0d_cvJkc/mqdefault.jpg)
this is the best explanation of anti-dive and anti-squat i've seen, just because it's in terms of moments and not just geometry (and trust).
One of the best explanations avalible on tou tube. Tks
That was great and I agree with the previous comment.
And I like the notion of adjusting the pivot points for a more enjoyable driving experience for a standard vehicle. So, if I am a little below and above the pivot points respectively, am still OK unless I am doing a dragster. And that would be its own driving experience LOL.
Really stay blessed for Your great explanation!
THX for turning easy stuff into difficult
thank you very much. i needed this to teach vehicle dynamics
Hi Prof, excellent explanation! Thank you so much! However, why the anti dive is only analyzed on the front wheel not the rear? What about using the rear-axle only hand brake to brake the car? I did a similar calculation using your anti squat example with rear wheel drive model and got the rear axle weight loss. Is that always the case? A driving instructor once told me using rear brake will "tuck" the car in, I guess he meant squat. But that will by no means happen, right?
How would you work out a pivot point for a trailing arm suspension?
just wonderful ..
thank you for this amazing explanation . Also just a small doubt at about 10:17 , that is the longitudinal tire force , the traction force ?
Great video. So the anti dive/squat has no effect on how the suspension handle bumps in genereral? Because the forces are then vertical and not horizontal?
Thank you Georg. I can see in the video that, when explaining the antisquat on acceleration, you consider the force reaction at the wheel contact point with the ground. Why do you think Miliken or Dixon consider this force applied to the wheel center?
If you could recomend a more detailed explanation with the analysis of the forces on teh suspension elements would be very much apreciated.
I was wondering the same thing! The load transfer happens at the contact patch, but the torque from the engine->transmission->diff->IRS axles would happen at the wheel bearing... I'm confused.
@@thinkstormtorque isn't really localised like that. Any moment acting at the wheel bearing would be in the form of a frictional loss.. the torque is applied to the axle, but transmitted at the road
excellent video however why isnt the anti lift rear suspension intergrated into the dive formula? id like to learn the anti lift rear moment under braking
Could the "VPP" be considered the vehicles center of gravity?
How is the pivot point found for a leaf spring rigid axle suspension?
Good question! As mentioned in the beginning of the video, the vpp may be more or less well-defined. For leaf springs, in general, it is less well-defined. This does NOT mean that it does not exist, but it is more difficult to locate by mere geometry. Depending on the precise construction of the leaf spring suspension, it may be possible to estimate its location, but I am personally not aware of any rule for this. In general, when one is not able to locate the vpp geometrically, one would need to perform tests with the vehicle in order to find it.
Delta FC R? Longitudinal tire force?...plain English plz