Machines | Vehicle Weight Transfer and Load Transfer
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What are the effects of weight transfer? How can you reduce load transfer in a vehicle? Ideally, you want to keep tires evenly loaded so the car can hold the highest lateral or longitudinal loads. This relates back to tire load sensitivity. By altering a vehicle's center of gravity, wheelbase, and track, you can alter the load transfer characteristics of the vehicle. Related Videos: 50/50 Weight Distribution - http://youtu.be/vJhhUQ4OpLA Deriving Slip Angle - http://youtu.be/1NTdXhLnA_w Slip Angles - http://youtu.be/9bs2cEyK7Uo Understeer vs Oversteer - http://youtu.be/CsVg2DE0ef8 Traction Circle - https://youtu.be/JjCcFsGLpaM Tire Load Sensitivity - https://youtu.be/kNa2gZNqmT8 Please feel free to rate, comment, and subscribe! And don't forget to check out my Facebook page: http://www.facebook.com/engineeringexplained To help create more videos, check out my Patreon page! http://www.patreon.com/engineeringexplained Also check out my official website: Make suggestions, learn through logically ordered lessons, read FAQs, and plan your future! http://www.howdoesacarwork.com Also on Twitter: http://www.twitter.com/jasonfenske13 NEW VIDEO EVERY WEDNESDAY!
Comments
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why is the braking force in forward direction? waiting for your kind reply.
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How would you achieve 0% LT? I would assume you have C of G inline with the centre line of the front and rear wheels however setting c to 0 still yields a 50% LT. Going even further and making the C of G below the centre line of the front and rear wheels, I would assume, would mean under braking the LT would be reversed meaning that LT transfer acts rearwards. If you set c to a negative figure then the LT% would be somewhere between 0 and 50 depending how far you go which also means a load transfer to the front. Is this contradictory or am I interpreting the LT incorrectly? For example is 50% LT neutral or is it still acting over the front wheel?
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I learned a little lesson of my own today about load and weight transfer. Let's just say that hitting the brakes on a wet corner with sharp crest in the middle isn't a good idea :P
RIP Murphy the POS Mercury Tracer
1999-2016 -
That didn't explain engineering, that was why engineering needs explained! How about some examples that are understandable. What about lowering a normal car by an inch, or how bad it would be to raise it because the driveway is hard to get into. Wouldn't .25m be more like difference of the CG of a truck vs the CG of a car than just different cars?
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From where do you get the "1" in the 4th equation ?
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this explains EVERYTHING. why cars need bigger front brakes , why RWD cars accelerate faster and why we need LSDs
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I can move the car sideways now
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So you're telling me to lower my car
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I found weight transfer is similar to load transfer, when you're moving around, the weight of those movable parts are going to move as well. I think weight distribution is a better word to describe "weight transfer". Anyway, best way to measure "load transfer" is to do it by transferring potential energy to kinetic energy. Potential energy is the energy produced from the car by rolling and pitching during corner and braking. Convert that into kinetic energy then you'll find out how much forces applied in the opposite direction.
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How does the sum of the moment under the CG = 0? is this the theoretical roll axis due the suspension geometry?
Great video BTW.
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Hi, I've got a question, in the sum of vertical forces the weight (W) is pointing down but in the sum moments is pointing to the left, is that possible?I mean I understand why are pointing that way, but mathematically, shouldn't be the weight pointing in the same direction in both sums??
It's like the sum of vertical forces was calculated in a different scenario than the sum moments
Thanks!....sorry for my english and if it's a stupid question -
I finally realize why and how to explain different mass distributions other than 50/50 are preferred. This video, load transfer. 50/50 mass distribution is optimal in constant angular velocity and constant speed cornering situations. Around any given road course (not oval), a chassis spends the least amount of time at constant speed and angular velocity while cornering. The chassis shaves most of its time existing corners and corner groups on to straights. Therefore, optimal cg control while unbalanced load transfer occurs exiting corners (accelerating) is preferred over constant angular velocity and constant speed cornering situations. Long sentence I know.
The conclusion, optimal cg location is dependent on given track layout. Of course math can be applied to calculate a cg specific to the amount of time spent in whichever transient loading situation best suited for each specific track. -
how did you calculated the %load transfer
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so basically for a better handling car you want a long low light car with very sticky tires and a wide track
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"Quick Derivations"
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Potato
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TL;DW
Load transfer can be decreased by lowing the center of gravity of the vehicle and/or lengthening the wheel base of the vehicle. Why? Because physics and math. -
Can you do a more in-depth video about wheelbase and width? You kinda touch on it here and I think it is often overlooked. Great video as always, BTW!
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I'm kinda jealous of you because i never get to use any of these concepts that i learned from physics classes to real life application. i would really love to do that like you especially with cars. That would be so fun do teach, learn..etc