COSSALTER MOTORCYCLE DYNAMICS PDF
[Vittore Cossalter Motorcycle Dynamics BookZZ. Uploaded by. Umar Riaz. Motorcy cle Dy namics Second Edition Vittore Cossalter Importante notice This book. Motorcycle Model. The motorcycle model considered in this. study is a merely four-degree-of freedom ( DOF) system discussed in (Cossalter, ). Motorcycle Dynamics has 19 ratings and 0 reviews. The book presents the theory of motorcycle dynamics. It is a technical book for the engineer.
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Curves which exhibit a shape like the forces depicted in Fig. The maximum maneuverability is obtained when the couple necessary for assuring equilibrium is zero or nearly so.
[Vittore Cossalter Motorcycle Dynamics BookZZ | Umar Riaz –
In reality the accelerations the gradient of the curve are actually lower because of the time intervals needed to change gears, during which the useful driving force is zero. The motion equation, in conditions where a fall is imminent, ignoring the aerodynamic resistance, is: The value of the coefficient CD is strongly influenced by the shape of the motorcycle, in particular by the presence or lack of a fairing. This behavior is defined as neutral, since the curvature radius depends only on the steering angle selected by the rider and not on the value of the sideslip angles.
My library Help Advanced Book Search. The expression for the pitch then becomes: The necessary driving thrust is equal to the ratio between power and velocity: We will briefly motorcyxle the kinematic schemes of the front and rear suspension that are now most common.
It therefore touches the road at the single contact point A. It should be noted that the vertical force depends on the velocity ratio, while the reduced stiffness and damping depend on the square of the velocity ratio. This book is not yet featured on Cossaoter.
In this case, the curve 1. If we also ignore tire thickness, these equations are further simplified: The lateral force generated by the slip is now equal to 0.
If we consider a motorcycle in a braking phase Fig. These designs are generally based on the four-bar linkage. First of all, the driving force that acts on the rear tire necessitates a larger sideslip angle to generate the lateral force.
The rider experiences the same ease of steering offered by wide handlebars even if the ones being used are not. To lessen the cossalte lift effects, modern fairings are designed to reduce lift to a minimum.
The reduced vertical force is: Let us add the following assumptions: For the sake of comfort in motion, it would be appropriate for the stiffness to be as low as possible, so as to minimize natural frequencies of the motorcycle vibration modes, in relation to the excitation frequencies of the motion imposed on the wheels by irregularities in the road plane. In reality, if a non-zero steering angle is assigned, the front contact point is displaced laterally with respect to the x-axis of the rear frame and the line motorccycle the contact points of the tires is not contained in the plane of the rear frame.
Since its effects work against alignment, that is, it tends to cause the tire to yaw more, its zeroing causes a large change in the trajectory covered.
Log In Sign Up. The forces are normalized with respect to the vertical moorcycle N. Let us suppose that the roll motion of the rear frame takes place while the steering angle is kept at zero, and that there is no pitch of the motorcycle around the mototcycle of the rear wheel. In addition to the type of tire either radial or bias-plyits dimensions, the characteristics of the tire, the temperature and the conditions of use the rolling resistance coefficient depends principally on the forward velocity and on the inflation pressure.
For each value of the steady turning radius the curve, which is calculated by taking into account the lateral displacement of the rider, lies above the curve calculated in nominal conditions.
To develop this concept, let us consider a motorcycle driving straight ahead, at constant velocity V, and let us suppose that an external disturbance for example, an irregularity in the road surface or a lateral gust of wind causes a slight rotation of the front wheel to the left.
The power, corresponding to the number of revolutions measured, is determined by the dynamometer curve. During deceleration, the load on the front wheel increases, while that on the rear wheel decreases and thus there is a load transfer from the rear to the front wheel.
Preview — Motorcycle Dynamics by Vittore Cossalter. An increase in inflation pressure, decreases the cornering dynamica coefficient and, to a lesser extent, decreases the camber stiffness coefficient.