A method of land vehicle suspension evaluation and design through roll angle analysis. The method is based on predicting front roll angle and rear roll angle for a given road bank angle and lateral vehicle force. Method steps include determining a vehicle front section sprung weight, determining a vehicle rear section sprung weight, predicting a front roll angle, predicting a rear roll angle, comparing the predicted front roll angle XXXX to the predicted rear roll angle, and changing suspension components XXXXXXXX until the predicted front roll angle equals the predicted rear roll angle. Benefits associated with equalizing the front and rear roll angles include improved vehicle stability, increased total vehicle tractive capacity, and better handling.
Described is a method of optimizing tire pressures in order to obtain maximum tire tread life and performance. The method involves calculation of the live and dead loads on each individual tire of the vehicle. Grown diameter of the tires in use is obtained from published data sheets. The grown diameter is then multiplied by an empirically derived tread length determining factor to obtain an optimum tread length in contact with the road surface. In turn the tread length is multiplied by effective tread width to obtain a footprint area for the tires. Finally, the load carried by the individual tires is divided by the footprint area to obtain an optimum inflation pressure.
A method for determining road bank angle in vehicle includes a lateral acceleration sensor (22) that generates a first signal corresponding to lateral acceleration. A yaw rate sensor (18) generates a second signal corresponding to a yaw rate signal. A controller (14) coupled to the sensors performs the step of calculating a first bank angle estimate dependent on the first signal, calculating a second bank angle estimate dependent on the second signal, calculating a third bank angle estimate dependent on both the first and second signals, calculating a dynamic compensation factor based as a function of the first bank angle estimate, the second bank angle estimate and the third bank angle estimate, decomposing the third bank angle estimate into a plurality of third bank angle frequency layers, reducing each of the plurality of third bank angle frequency layers in response to a multiplicative factor, said multiplicative factor being a function of the dynamic compensation factor to obtain a plurality of reduced third bank angles, and calculating a final bank angle bias estimate based on a sum of the plurality of reduced third bank angles.
A suspension rolling tester is provided for measuring the movement of suspensions of wheels to be measured vehicle when the vehicle is rolled. The suspension rolling tester includes a roll input device and measuring devices, wherein the roll input device guides rear wheels or front wheels not to be measured of the vehicle to be measured in the non-restriction state, the measuring devices guide front wheels or rear wheels to be measured which are opposite to the wheels not to be measured, wherein the roll input device applies a rolling force to the rear wheels or front wheels not to be measured, and the measuring devices detect suspension data of the wheels to be measured when the rear wheels or front wheels not to be measured are rolled.
Aqueous polymeric dispersions comprising the following constituents: (a) from 40 to 95% by weight of one or more monomers containing an ethylenic unsaturated, the corresponding homopolymer of which has a glass transition temperature (Tg) of less than 0 .degree. C., (b) from 4 to 58% by weight of one or more monomers comprising an ethylenic unsaturation, the corresponding homopolymer of which has a glass transition temperature (Tg) of higher than 0.degree. C. (c) from 0.05 to 4% by weight of one or more monomers containing at least two ethylenic unsaturations (d) from 0.2 to 5% by weight of one or more monomers containing an unsaturation of ethylenic type and at least one functional group capable of interacting at low temperature, lower than 100.degree. C., in the crosslinking process during the coalescence phase.
A method for determining road bank angle in a vehicle includes a lateral acceleration sensor (22) that generates a lateral acceleration signal. A yaw rate sensor (18) generates a yaw rate signal. A roll rate sensor (23) generates a yaw rate signal. A controller (14) coupled to the sensors calculates a first roll angle signal in response to the roll rate signal and calculates a second roll angle signal corresponding to a suspension reference roll angle in response to the lateral acceleration signal. The controller calculates a bank angle signal in response to the lateral acceleration signal, the yaw rate signal, the steering wheel signal and the speed signal. The controller sums the first roll angle signal, the second roll angle signal and the bank angle signal to obtain a final roll angle estimate.
