Engineering Design - Vehicle Dynamics | EveryEng

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Self-paced Beginner

Engineering Design - Vehicle Dynamics

4(5)

31 enrolled

1274 views

FREE

1615 min

Anytime

English

1274 views

Team EveryEngMechanical Engineering

Automobile Engineering

Lifetime access
Foundational Learning
Access to Study Materials
Self-Paced Learning

Why enroll

Participants join this course to gain a deep understanding of how vehicles behave under different driving conditions and to learn the principles behind safe, efficient, and high-performance design. They will develop skills in simulation, analysis, and optimization of vehicle dynamics. The course equips learners to tackle real-world engineering challenges in automotive and transportation industries. It is ideal for those aiming to design, test, or improve modern vehicles for performance, safety, and comfort.

Your instructor

Team EveryEng

Engineer

Mechanical Engineering

22+ yrs experience·India

Is this course for you?

You should take this if

You work in Automotive
You're a Automobile Engineering / Mechanical Engineering professional
You prefer self-paced learning you can revisit

You should skip if

You need a different specialisation outside Automobile Engineering
You need live interaction with an instructor

Course details

This course provides an in-depth exploration of vehicle dynamics, applying core engineering design principles to the behavior and performance of vehicles. Students will study how forces, motion, and energy interact in real-world driving conditions, learning to analyze vehicle responses under various scenarios. The curriculum covers key topics such as suspension systems, steering mechanisms, braking performance, and tire dynamics. Emphasis is placed on simulation techniques and computational tools to predict vehicle behavior accurately. Participants will gain hands-on experience in optimizing vehicle stability, handling, and ride comfort. The course also addresses safety considerations, ensuring designs meet regulatory and practical standards. By integrating theory with practical applications, students will learn to design vehicles that achieve an optimal balance between performance, efficiency, and passenger comfort. Advanced topics may include aerodynamics, weight distribution, and control systems. Throughout the course, problem-solving and analytical skills are developed to tackle complex vehicle engineering challenges. By the end, students will be equipped to contribute to modern vehicle design, testing, and performance optimization.

Source: nptelhrd (YouTube Channel)
Vehicle Dynamics by Dr. R. Krishna Kumar, Department of Engineering Design, IIT Madras.

Course suitable for

Key topics covered

Introduction to Vehicle Dynamics
Vehicle Kinematics and Kinetics
Tire Mechanics and Modeling
Suspension System Design
Steering and Handling Dynamics
Braking and Acceleration Performance
Vehicle Stability and Control
Design Optimization and Simulation

Course content

The course is readily available, allowing learners to start and complete it at their own pace.

32 lectures26 hr 55 min

Introduction to Vehicle Dynamics
47 min
Longitudinal Dynamics
49 min
Vehicle Load Distribution – Acceleration and Braking
47 min
Brake Force Distribution, Braking Efficiency and Braking Distance
49 min
Tractor – Semi Trailer
47 min
Tire Mechanics – An Introduction
48 min
Mechanical Properties of Rubber
50 min
Slip, Grip and Rolling Resistance
50 min
Tire Construction and Force Development
49 min
Contact Patch and Contact Pressure Distribution
52 min
Tire Brush Model
49 min
Lateral Force Generation
50 min
Ply Steer and Conicity (Part 1)
52 min
Ply Steer and Conicity (Part 2)
53 min
Tire Models – Magic Formula
51 min
Classification of Tyre Models and Combined Slip
49 min
Lateral Dynamics - An Introduction
49 min
Lateral Dynamics – Bicycle Model
52 min
Lateral Dynamics – Stability and Steering Conditions
52 min
Understeer Gradient and State Space Approach
49 min
Handling Response of a Vehicle
49 min
Mimuro Plot for Lateral Transient Response (Part 1)
50 min
Mimuro Plot for Lateral Transient Response (Part 2)
53 min
Parameters affecting vehicle handling characteristics
51 min
Subjective and Objective Evaluation of Vehicle Handling (Part 1)
51 min
Subjective and Objective Evaluation of Vehicle Handling (Part 2)
52 min
Subjective and Objective Evaluation of Vehicle Handling and Rollover Prevention
46 min
Rollover Prevention (contd..) and Vertical Dynamics
51 min
Vertical Dynamics – An Introduction
50 min
Vertical Dynamics – Quarter Car Model
51 min
Random Process and Conclusion [contd.]
67 min
Noise, Vibration and Harshness – Random Processes
50 min

Opportunities that await you!

Career opportunities

✎ Where this fits — what comes before, what comes next

Why people choose EveryEng

Industry-aligned courses, expert training, hands-on learning, recognized certifications, and job opportunities-all in a flexible and supportive environment.

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Questions and Answers

Q: You're staring at the homologation report and typing "ISO 26262 vehicle dynamics safety goal outside tolerance 3 percent" into Google at 22:40. ESC yaw rate tracking is 3% outside the acceptance band on the final test. Under ISO 26262 intent, what's the defensible engineering reason the limit exists, not the paperwork reason?

A: A is about risk, not convenience. ISO 26262 tolerances exist to cap hazardous exposure when something degrades but hasn't failed hard yet. B feels tidy if you're used to homologation logistics, but ISO doesn't care about test reuse. C sounds like a test engineer's gripe, yet surface scatter is handled in the test method, not the safety goal. D mixes implementation limits with safety intent; ISO allows ugly implementations as long as the risk is controlled.

Q: The dyno cell is humid, salt spray from winter testing is everywhere, and you're googling "wheel speed sensor tone ring corrosion causing ESC test failure". The tone ring is low-carbon steel per rev 4 drawing. What's the dominant degradation mechanism driving the 3% signal loss?

A: A matches the environment and the symptom: slow, even loss of signal amplitude. B is tempting if you've seen fastener failures, but tone rings aren't high-strength steel and don't trap hydrogen that way. C sounds right if you're thinking marine structures, yet the contact area and electrolyte continuity are poor here. D confuses load cycling with material removal; fatigue cracks don't neatly shave 3% off a signal.

Q: You're double-checking math late and searching "yaw rate gain calculation vehicle dynamics test ISO ESC". Target yaw rate gain is 0.35 1/s per g. Measured is 0.339 1/s per g. What's the percentage deviation?

A: A uses the acceptance basis: deviation from target. B is a classic lab mistake; swapping the denominator quietly shifts the result. C mixes sign convention with vehicle behavior; understeer doesn't flip arithmetic. D feels reasonable if you're used to reporting tidy numbers, but rounding before comparison erases the failure you're trying to understand.

Q: At the proving ground, you're asking Google "ESC homologation field verification sequence yaw rate sensor". One parameter is 3% out. What's the correct on-site verification sequence before touching software?

A: A respects cause before cure. Misalignment of a few tenths of a degree shows up as a few percent bias, and ISO expects physical checks first. B jumps straight to software and paperwork; that's how latent hardware faults get buried. C delays the inevitable and burns test time without reducing uncertainty. D feels efficient, but parts-swapping destroys traceability and doesn't tell you why it failed.