First off I love Huybert's videos! Thank you for doing this! That said, quote: "if something happens that takes the computer offline or causes power to the unit to be interrupted..." I think the biggest issue is what happens when the computer is online but somehow incapacitated. This can happen if the ECU has a bug. The more systems the ECU handles, and the less rigorous the firmware engineering process, the more likely there is to be a bug that may not even have anything to do with the brake system. As these systems rely increasingly on software, we need more thorough standards for how control functions are compartmentalized between different units (e.g. an ECU that is responsible for braking only and receives battery status information over a network bus is better than an ECU that is also responsible for other things) as well as better standards for firmware code quality and testing.
@arrindaley37143 сағат бұрын
Does this mainly apply to awd vehicles where the regen can apply to all 4 wheels? Or do we use a situation similar to engine braking where the braking balance can change(and consequently felt by the driver although not unfamiliar), ie light braking driven wheels regen only, heavy braking all wheels regen and wheel brakes. Does this partially require the ecu to have control of any intermediate differentials in order to perform ABS functions when regen braking?
@videomaniac1085 сағат бұрын
I'm a retired physicist and college physics instructor and would like to compliment you on your most interesting and informative videos, clear and succinct.
@trottermalone3798 сағат бұрын
Aerospace brake control systems engineer commenting… This is another shining example of why we as a civilization simply have to get politicians, their agencies and lawyers out of the requirements mandate business. While this system functions, its technological wizardry impressive, I strongly suspect that it makes no sense. Let us all see the cost/benefit analysis that created this monstrosity.
@collinshaw87447 сағат бұрын
I get what you're saying, but deregulating safety is a terrible idea. Corporations would inevitably trade safety for profit and lives would be lost. It's a tale as old as time. The best we can do is keep regulation up to date and forward thinking, which at least in the US, is quite the uphill battle.
@trottermalone3797 сағат бұрын
@@collinshaw8744 The brakes on my 1956 Ford work every time I go to use them.
@vercingetorige4007 сағат бұрын
@@collinshaw8744 mhhh let me open the great black book of takata
@CanadaLuke10 сағат бұрын
Thanks for the video! Great explanation, I look forward to your videos all the time. So in normal driving conditions you get a short travel pedal, but in an emergency you get a firm, long travel pedal. I'm sure if that were to happen to me I'd shit my pants thinking the brakes are very ineffective, haha.
@danvorobiov10 сағат бұрын
But with the traditional braking system, we still get a light pedal for a while in case of engine failure, as the vacuum booster still retains a vacuum margin.
@rickmellor10 сағат бұрын
I really appreciate the videos. Thanks Huibert!
@jeankubica903Күн бұрын
Great videos. Got yourself a subscriber. Would like to see a video comparing independent vs rigid axle suspension.
@wordsshackles4412 күн бұрын
Amazing
@wordsshackles4412 күн бұрын
Fantastic, thank you.
@yogeshramachandra6 күн бұрын
Wonderfully explained 👏. Thank you
@marcosreta36556 күн бұрын
What would be, for you, the best system to use in drag racing on tracks WITHOUT GLUE, NO PREP, that works above 100 AS or below?
@joshuaolson52658 күн бұрын
Do you happen to have any online software recommendations for designing a suspension? I see that you use 3D models and maybe a 2D PowerPoint slide for your explanation. I'm currently reading a 2008 college dynamics PDF to help get a better understanding of the dynamics of suspension. I'm planning on putting an inverted slider crank or McPherson strut in the front suspension of a 1953 Chevy truck. The Donor vehicle is a crashed Bmw. I noticed this video link below had several possible sites to help look at the dynamic kinematics points. kzread.info/dash/bejne/g6FqvMiBcaqdg9Y.htmlsi=-ceJwTSaKLTHwEfu
@IgnitionP9 күн бұрын
Really useful, the explaination is brilliant. Ps. I love the GT40 in the back
@dylanv381311 күн бұрын
Huibert you are my goat
@drive-channel183413 күн бұрын
What about triangulated 4-link rear suspension? Lower links are parallel to the frame, Upper links are "triangulated" i.e the axle mounting points are close together approximately at the center of the rear axle (above diff housing). This system doesn't need Panhard bar or Watts links.
@anandanil815813 күн бұрын
Can you please explain why this happens
@anandanil815813 күн бұрын
Ie does this not depend on weight distribution etc? if yes can u tell us how exactly
@frankleyva908014 күн бұрын
I understand that it dampens. But why do off road trucks position them being mirrored? And they go over way more bumps than a regular street drive. It makes more sense to me to mirror the rear shocks rather than stagger them. Please I need help understanding
@frankleyva908014 күн бұрын
I understand that it dampens. But why do off road trucks position them being mirrored? And they go over way more bumps than a regular street drive. It makes more sense to me to mirror the rear shocks rather than stagger them. Please I need help understanding
@qkurd914114 күн бұрын
Thank you for free-sharing your priceless hard earned knowledge! I hope me and my co-generation car-guys, take the knowledge from you and guys like you, and pass it to the next generation of car enthusiasts! P. S. Not all those who look for free knowledge are created equal! Sometimes it's not about having or willing to pay, it's about not being able to do transactions internationally for being sanctioned/banned from international banking system!
@booln459514 күн бұрын
Hi, could you please tell how you build a knuckle wireframe? I understand it is a 3d sketch, but I can't figure out what constraints you used. Thank you.
@BassicVIC16 күн бұрын
I can’t believe it. A no-nonsense, unemotional and well informed video about wheel spacers? Thank you.
@ajferri897817 күн бұрын
what about putting a stiffer rear sway bar in a car?
@dividingbyzerofpv674820 күн бұрын
This is the S550 rear suspension. It is also the leading reason why the rear end seems so vague under performance driving thank to too many rubber bushings.
@dividingbyzerofpv674820 күн бұрын
Next time put your mic some place else so we do not have to hear you swallowing
@harshtiwari489020 күн бұрын
How are u able to create the ideal curve in the first hand, using the 4 parameters, pls tell
@christophermeraz-mata27 күн бұрын
Please explain how manufacturers choose a tire diameter (OD) in the design phase for a new car. Is it simply dependent on what looks good on the car?
@supercleaner28 күн бұрын
I remember seeing a TransAm cornering very fast once during the late 1970's. The front of the car's suspension seemed to lift the car higher off the pavement, but I saw very little roll and the car maintained traction during the event. I attributed most of this effect to the car's having a very large stabilizer bar on the front suspension. Was I correct, and can you give us a video, or a series of videos, on the effect of stabilizer bars when placed on the rear of vehicles like mini trucks (older Toyota pickups, for example), and what happens to traction in curves and cornering with added rear stabilizer bars. Your videos are very educational. Thanks.
@AmbiantiLP29 күн бұрын
Do we draw the line for the perfect angle from the contact patch to the front axle / CG point regardless of where the differential is mounted?
@booksniffer7050Ай бұрын
this is all very helpful, thanks!
@miguelgameiro8063Ай бұрын
So could you explain how multilink suspension works?
@MyFauxАй бұрын
I'm planning to do a pretty radical suspension setup for my car. Total:1520kg~ 55% F/45% R I'm looking to get: 6kgf/mm front springs (165mm max, 130mm working compression travel) 35kgf/mm Antiroll Bar Front 5kgf/mm rear springs (170mm max, 130mm working compression travel) 27kgf/mm Antiroll Bar rear I plan to have around 60mm of available working suspension travel for dynamic compression forces. 70mm will be taken by car's static weight and preload. Clarify my understanding of anti roll bars, they link the L and R suspension and based on it's stiffness will be how much the suspension are linked by? In my application, would the front and rears be roughly linked by 85%~? (35:6 and 27:5) So lets say a 1g lateral force, my outside front tires would be exposed to 420kg of static and an additional 420kg of dynamic force. With my 130mm of working travel 70mm is for static, so normally that would mean my 60mm remaining travel would not be enough, as I would need another 10mm. But due to my ridiculous 85% link, I can use 85% of the other suspension resulting in a total dynamic spring rate of 11kgf/mm and only 39mm of travel after the static drop of 70mm. Is this sound theory? If not, I'll just run the basic suspension setup. I'm looking for comfortable highway rides, but also a cornering animal.
@gregberning9743Ай бұрын
Like your video. Will you make one comparing a triangular upper or lower center link that controls not only what a four link does, but also controls lateral movement because of the rigid triangle link, similar to some old Lotus cars. I’m also interested in the roll center height and how it affects cornering. With the Lotus design, I think you are limited to a low roll center. Thanks, very interesting!
@antoniobarreto6552Ай бұрын
what is the relation between the roll center and the CG then?
@vijeetchandorkar6627Ай бұрын
Ideally Zcrit is between 0.7-1 G but what happens with Zcrit is above 1 G?
@wardsauod7077Ай бұрын
Thanks for explanation.. can you provide the equations that helps to generate this curve
@RamyaM-wx5xeАй бұрын
Boom another highly concise and informative one thanks a lot sir
@captaingasparАй бұрын
can result of Panhard Rod be that with time one side of car be more up and another more down because of asimetrical forses? Sorry if I understand wrong, wideo is very clear but im not profesional. Thanks for shareing knowlege
@dylanv3813Ай бұрын
Beautiful
@mark_gemellocattivoАй бұрын
Great explanation. The piece I'm still trying to wrap my head around is how much anti-dive or anti squat or anti-roll do I want in a design? Could you do a video talking about that a bit?
@aykirithoughts5265Ай бұрын
Clear, simple, brilliant
@mustafaabd.7014Ай бұрын
beautiful video, thank you so much for this amazing information!
@greenman7yyyАй бұрын
Great explanation, thank you ..)
@enmanuel_hdzzzАй бұрын
like if you are watching this for FSAE
@christophermeraz-mataАй бұрын
Amazing knowledge, thank you!
@promobass77Ай бұрын
Hello. How can I improve the modulation of my pedal? Chevrolet silverado 2500 2001? The overall condition of the car is very good, the brakes are serviced, but my pedal is not informative at all. I have increased the oil pressure for hydroboost. It gave a result, but I expected more.
@zeinjaber6923Ай бұрын
Out of all of the videos online explaining suspension systems, your videos are the best. You have a very good balance of keeping the information light, yet still detailed enough to explain complex design problems. Please keep making videos, I can't get enough!
@Sussy-hotdogАй бұрын
Stay under 38 mm. My car handles better. Will shorten life of hub bearings. If I need to change them, no biggie.
@Sussy-hotdogАй бұрын
By far clearest explanation I've seen by using live tire as well as CAD diagrams to demonstrate ramifications to consider in modifications to either BS or OS to rim sizing.
Пікірлер
Great video! Thank you!
First off I love Huybert's videos! Thank you for doing this! That said, quote: "if something happens that takes the computer offline or causes power to the unit to be interrupted..." I think the biggest issue is what happens when the computer is online but somehow incapacitated. This can happen if the ECU has a bug. The more systems the ECU handles, and the less rigorous the firmware engineering process, the more likely there is to be a bug that may not even have anything to do with the brake system. As these systems rely increasingly on software, we need more thorough standards for how control functions are compartmentalized between different units (e.g. an ECU that is responsible for braking only and receives battery status information over a network bus is better than an ECU that is also responsible for other things) as well as better standards for firmware code quality and testing.
Does this mainly apply to awd vehicles where the regen can apply to all 4 wheels? Or do we use a situation similar to engine braking where the braking balance can change(and consequently felt by the driver although not unfamiliar), ie light braking driven wheels regen only, heavy braking all wheels regen and wheel brakes. Does this partially require the ecu to have control of any intermediate differentials in order to perform ABS functions when regen braking?
I'm a retired physicist and college physics instructor and would like to compliment you on your most interesting and informative videos, clear and succinct.
Aerospace brake control systems engineer commenting… This is another shining example of why we as a civilization simply have to get politicians, their agencies and lawyers out of the requirements mandate business. While this system functions, its technological wizardry impressive, I strongly suspect that it makes no sense. Let us all see the cost/benefit analysis that created this monstrosity.
I get what you're saying, but deregulating safety is a terrible idea. Corporations would inevitably trade safety for profit and lives would be lost. It's a tale as old as time. The best we can do is keep regulation up to date and forward thinking, which at least in the US, is quite the uphill battle.
@@collinshaw8744 The brakes on my 1956 Ford work every time I go to use them.
@@collinshaw8744 mhhh let me open the great black book of takata
Thanks for the video! Great explanation, I look forward to your videos all the time. So in normal driving conditions you get a short travel pedal, but in an emergency you get a firm, long travel pedal. I'm sure if that were to happen to me I'd shit my pants thinking the brakes are very ineffective, haha.
But with the traditional braking system, we still get a light pedal for a while in case of engine failure, as the vacuum booster still retains a vacuum margin.
I really appreciate the videos. Thanks Huibert!
Great videos. Got yourself a subscriber. Would like to see a video comparing independent vs rigid axle suspension.
Amazing
Fantastic, thank you.
Wonderfully explained 👏. Thank you
What would be, for you, the best system to use in drag racing on tracks WITHOUT GLUE, NO PREP, that works above 100 AS or below?
Do you happen to have any online software recommendations for designing a suspension? I see that you use 3D models and maybe a 2D PowerPoint slide for your explanation. I'm currently reading a 2008 college dynamics PDF to help get a better understanding of the dynamics of suspension. I'm planning on putting an inverted slider crank or McPherson strut in the front suspension of a 1953 Chevy truck. The Donor vehicle is a crashed Bmw. I noticed this video link below had several possible sites to help look at the dynamic kinematics points. kzread.info/dash/bejne/g6FqvMiBcaqdg9Y.htmlsi=-ceJwTSaKLTHwEfu
Really useful, the explaination is brilliant. Ps. I love the GT40 in the back
Huibert you are my goat
What about triangulated 4-link rear suspension? Lower links are parallel to the frame, Upper links are "triangulated" i.e the axle mounting points are close together approximately at the center of the rear axle (above diff housing). This system doesn't need Panhard bar or Watts links.
Can you please explain why this happens
Ie does this not depend on weight distribution etc? if yes can u tell us how exactly
I understand that it dampens. But why do off road trucks position them being mirrored? And they go over way more bumps than a regular street drive. It makes more sense to me to mirror the rear shocks rather than stagger them. Please I need help understanding
I understand that it dampens. But why do off road trucks position them being mirrored? And they go over way more bumps than a regular street drive. It makes more sense to me to mirror the rear shocks rather than stagger them. Please I need help understanding
Thank you for free-sharing your priceless hard earned knowledge! I hope me and my co-generation car-guys, take the knowledge from you and guys like you, and pass it to the next generation of car enthusiasts! P. S. Not all those who look for free knowledge are created equal! Sometimes it's not about having or willing to pay, it's about not being able to do transactions internationally for being sanctioned/banned from international banking system!
Hi, could you please tell how you build a knuckle wireframe? I understand it is a 3d sketch, but I can't figure out what constraints you used. Thank you.
I can’t believe it. A no-nonsense, unemotional and well informed video about wheel spacers? Thank you.
what about putting a stiffer rear sway bar in a car?
This is the S550 rear suspension. It is also the leading reason why the rear end seems so vague under performance driving thank to too many rubber bushings.
Next time put your mic some place else so we do not have to hear you swallowing
How are u able to create the ideal curve in the first hand, using the 4 parameters, pls tell
Please explain how manufacturers choose a tire diameter (OD) in the design phase for a new car. Is it simply dependent on what looks good on the car?
I remember seeing a TransAm cornering very fast once during the late 1970's. The front of the car's suspension seemed to lift the car higher off the pavement, but I saw very little roll and the car maintained traction during the event. I attributed most of this effect to the car's having a very large stabilizer bar on the front suspension. Was I correct, and can you give us a video, or a series of videos, on the effect of stabilizer bars when placed on the rear of vehicles like mini trucks (older Toyota pickups, for example), and what happens to traction in curves and cornering with added rear stabilizer bars. Your videos are very educational. Thanks.
Do we draw the line for the perfect angle from the contact patch to the front axle / CG point regardless of where the differential is mounted?
this is all very helpful, thanks!
So could you explain how multilink suspension works?
I'm planning to do a pretty radical suspension setup for my car. Total:1520kg~ 55% F/45% R I'm looking to get: 6kgf/mm front springs (165mm max, 130mm working compression travel) 35kgf/mm Antiroll Bar Front 5kgf/mm rear springs (170mm max, 130mm working compression travel) 27kgf/mm Antiroll Bar rear I plan to have around 60mm of available working suspension travel for dynamic compression forces. 70mm will be taken by car's static weight and preload. Clarify my understanding of anti roll bars, they link the L and R suspension and based on it's stiffness will be how much the suspension are linked by? In my application, would the front and rears be roughly linked by 85%~? (35:6 and 27:5) So lets say a 1g lateral force, my outside front tires would be exposed to 420kg of static and an additional 420kg of dynamic force. With my 130mm of working travel 70mm is for static, so normally that would mean my 60mm remaining travel would not be enough, as I would need another 10mm. But due to my ridiculous 85% link, I can use 85% of the other suspension resulting in a total dynamic spring rate of 11kgf/mm and only 39mm of travel after the static drop of 70mm. Is this sound theory? If not, I'll just run the basic suspension setup. I'm looking for comfortable highway rides, but also a cornering animal.
Like your video. Will you make one comparing a triangular upper or lower center link that controls not only what a four link does, but also controls lateral movement because of the rigid triangle link, similar to some old Lotus cars. I’m also interested in the roll center height and how it affects cornering. With the Lotus design, I think you are limited to a low roll center. Thanks, very interesting!
what is the relation between the roll center and the CG then?
Ideally Zcrit is between 0.7-1 G but what happens with Zcrit is above 1 G?
Thanks for explanation.. can you provide the equations that helps to generate this curve
Boom another highly concise and informative one thanks a lot sir
can result of Panhard Rod be that with time one side of car be more up and another more down because of asimetrical forses? Sorry if I understand wrong, wideo is very clear but im not profesional. Thanks for shareing knowlege
Beautiful
Great explanation. The piece I'm still trying to wrap my head around is how much anti-dive or anti squat or anti-roll do I want in a design? Could you do a video talking about that a bit?
Clear, simple, brilliant
beautiful video, thank you so much for this amazing information!
Great explanation, thank you ..)
like if you are watching this for FSAE
Amazing knowledge, thank you!
Hello. How can I improve the modulation of my pedal? Chevrolet silverado 2500 2001? The overall condition of the car is very good, the brakes are serviced, but my pedal is not informative at all. I have increased the oil pressure for hydroboost. It gave a result, but I expected more.
Out of all of the videos online explaining suspension systems, your videos are the best. You have a very good balance of keeping the information light, yet still detailed enough to explain complex design problems. Please keep making videos, I can't get enough!
Stay under 38 mm. My car handles better. Will shorten life of hub bearings. If I need to change them, no biggie.
By far clearest explanation I've seen by using live tire as well as CAD diagrams to demonstrate ramifications to consider in modifications to either BS or OS to rim sizing.