Dynamictireforceswithsmoothtransitionto Stand-Still
Dynamictireforceswithsmoothtransitionto Stand-Still
Dynamictireforceswithsmoothtransitionto Stand-Still
Keywords: Tire Modeling, Dynamic Tire Forces and Torques, Vehicle Dynamics.
Abstract. Sophisticated tests of electronic devices controlling the wheel slip include braking
to stand-still, drive-away and starting on a slope maneuvers. Today, costly and time-consuming
field tests are more and more supplemented or completely substituted by hardware in the loop
(HIL) simulation techniques. In vehicle dynamics the reliability and accuracy of the simulation
results strongly depend on the tire model. The handling tire model TMeasy [1] is characterized
by a useful compromise between user-friendliness, model-complexity and efficiency in computation time on the one hand, and precision in representation on the other hand. The slip based
description of the steady state tire forces and torques which is common to all handling tire
models usually causes numerical problems when approaching stand still [8]. By taking the
compliance of the tire into account the steady state approach can easily be extended to a first
order dynamic tire model. By small modifications in the slip definition the TMeasy approach
can handle not even hard braking maneuvers but also grants a smooth transition to stand-still.
The simulation results of a vehicle breaking to a full stop and moving downhill will document
this particular TMeasy model capacity.
INTRODUCTION
For the dynamic simulation of on-road vehicles, the model-element tire/road is of special
importance, according to its influence on the achievable results. It can be said that the sufficient description of the interactions between tire and road is one of the most important tasks
of vehicle modeling, because all the other components of the chassis influence the vehicle dynamic properties via the tire contact forces and torques. Therefore, in the interest of balanced
modeling, the precision of the complete vehicle model should stand in reasonable relation to
the performance of the applied tire model. At present, two groups of models can be identified,
handling models and structural or high frequency models [4].
Complex tire models are computer time consuming and they need a lot of data. Usually,
they are used for stochastic vehicle vibrations occurring during rough road rides and causing
strength-relevant component loads [5].
Comparatively lean tire models are suitable for vehicle dynamics simulations, while, with
the exception of some elastic partial structures such as twist-beam axles in cars or the vehicle
frame in trucks, the elements of the vehicle structure can be seen as rigid. In contrast to purely
physical tire models semi-physical tire models, will rely also on measured and observed forceslip characteristics. This class of tire models is characterized by an useful compromise between
user-friendliness, model-complexity and efficiency in computation time on the one hand, and
precision in representation on the other hand, [2].
Measurements show that the dynamic reaction of the tire forces and torques to disturbances
can be approximated quite well by first order systems [3]. The TMeasy model approach automatically generates a first order dynamic approximation to tire forces and torques with a smooth
transition to stand-still.
2
2.1
Within TMeasy it is assumed that the contact patch is sufficiently flat. Four road points Q1 to
Q4 located in the front, in the rear, to the left and to the right of the tire patch are used to define
the normal vector eN of a local track plane and to calculate the geometric contact point P on
rough roads, Fig. 1. As in reality, sharp bends and discontinuities, which will occur at step- or
ramp-sized obstacles, are smoothed by this approach.
M
x +x
Q2
+y y
undeflected
tire contour
en
uneven
road
undeflected
tire contour
P Q1
longitudinal
inclination
lateral
inclination Q3
uneven
road
en
P
Q4
The direction of the longitudinal and lateral force as well as the tire camber angle are then
derived from the direction of the wheel rotation axis and the track normal.
The tire deflection z which normally is the difference between the undeflected tire radius
r0 and the static radius rS is calculated via equivalent deflection areas on a cambered tire, Fig. 2.
=/ 0
=0
eyR
eyR
rS
rSL
r0
en
eyR
rS
rSR
rS
r0
en
rSR
en
P Q
P=Q
r0
z
Fz
Fz
Fz
full contact
partial contact
In consequence the geometric contact point P is shifted to the static contact point Q where
the resulting wheel load Fz will be applied.
By taking into account that the tire deformation consists of the belt and flank deformation
a realistic approximation of the length L of the contact patch is possible. The dynamic rolling
radius rD of the tire which is needed for average transport velocity of tread particles is calculated
by a weighted sum of the undeflected and the static tire radius.
2.2
Normal Force
The normal force or wheel load is separated into a static and a dynamic part
Fz = FzS + FzD .
(1)
The static part FzS is described as a nonlinear function of the tire deflection z and the dynamic
part FzD is roughly approximated by a damping force proportional to the time derivative z of
the tire deflection, [1]. Because the tire can only apply pressure forces to the road the normal
force is restricted to Fz 0.
2.3
The longitudinal force as a function of the longitudinal slip Fx = Fx (sx ) and the lateral force
depending on the lateral slip Fy = Fy (sy ) are defined by characteristic parameters: the initial
M
M
M
inclination dFx0 , dFy0 , the location sM
x , sy and the magnitude of the maximum Fx , Fy as well
as the sliding limit sSx , sSy and the sliding force FxS , FyS , Fig. 3.
A simple brush model delivers the longitudinal and lateral slip as
sx =
(vx rD )
rD ||
and sy =
vy
rD ||
(2)
where denotes the angular velocity of the wheel, rD describes the dynamic rolling radius and
vx , vy are the components of the contact point velocity in the longitudinal and lateral direction. In TMeasy both slips which in general driving situations will appear simultaneously are
vectorially added to the generalized slip
s =
v
u
u sx 2
t
sx
sy
sy
!2
=
3
sN
x
2
+ sN
y
2
(3)
Fx
Fx
Fx
Fy
0
dF x
sx
sSx
sM
x
Fy Fy
dF 0
FS
FM
Fy
F(s)
Fx
sy
dF y
sSy
sS
sM
sy
sM
y
sx
sN
x =
(vx rD )
sx
=
sx
rD || sx
and
sN
y =
sy
vy
=
sy
rD || sy
sN
x =
sN
y =
(vx rD )
rD || sx + vN
vy
.
rD || sy + vN
(4)
(5)
In normal driving situations, where rD || vN holds, the difference between the original slips
and the modified slips are hardly noticeable. However, the fictitious velocity vN > 0 avoids the
singularities at rD || = 0 and will produce in this particular case a generalized slip which
points exactly into the direction of the sliding velocity of a locked wheel.
By combining the longitudinal and lateral slip to a generalized slip s the combined force
characteristic F = F (s) can be automatically generated by the characteristic tire parameter in
longitudinal and lateral direction, [1]. In reverse, the longitudinal and lateral tire forces are then
given by the projection of the generalized force characteristic into the longitudinal and lateral
direction
sN
F
Fx = Fx cos = F x = sN
s
s x
sN
F
and Fy = F sin F y = sN
s
s y
where F/s represents the global derivative of the combined force characteristic.
(6)
3
3.1
Measurements show that the dynamic reaction of the tire forces and torques to disturbances
can be approximated quite well by first order systems [3]. Taking the tire deformation into
account the TMeasy approach to steady state tire forces can easily be extended to dynamic tire
forces. The tire forces Fx and Fy acting in the contact patch deflect the tire in longitudinal and
lateral direction, Fig. 4.
rim
dx
cx
rim
dy
tire
tire
xe vx - rD
Fx
cy
Fy
ye
vy
The tire forces Fx and Fy acting in the contact patch deflect the tire in longitudinal and
lateral direction, Fig. 4. In a first order approximation the dynamic tire forces in longitudinal
and lateral direction follow from
Fx
x e
(7)
Fx (vx + x e ) Fx (vx ) +
|
| {z }
{z
}
vx
FxD
FxS
Fy
Fy (vy + y e ) Fy (vy ) +
y e
(8)
vy
|
{z
}
| {z }
FyD
FyS
where xe and ye name the longitudinal and the lateral tire deflection. In steady state the longitudinal tire forces FxS and FyS will be provided by Eq. (6) as functions of the normalized slips sN
x
and sN
.
Their
derivatives
with
respect
to
the
components
of
the
contact
point
velocity
are
given
y
by
FxS
FxS
=
vx
sN
x
FyS
FyS
=
vy
sN
y
sN
x
vx
sN
y
vy
FxS
1
N
sx rD ||
sx + vN
S
Fy
1
=
N
sy rD ||
sy + vN
(9)
(10)
where the definition of the normalized longitudinal slip in Eqs. (4) and (5) were used to generate the derivatives of the slips with respect to the components of the contact point velocity.
Corresponding to the accuracy of the first order approximations in Eqs. (7) and (8) the partial
derivatives of the steady state tire forces with respect to the normalized slips will be approximated by their global derivatives
FxS
sN
x
FyS
sN
y
FxS
1
F N 1
F
= FxS N =
sx N =
N
sx
sx
s
sx
s
S
F
1
F N 1
F
Ny = FyS N =
sy N =
sy
sy
s
sy
s
(11)
(12)
s
s rD ||
sy + vN
FxD
(13)
FyD
(14)
where according to Eq. (6) the steady state tire forces FxS and FyS were replaced by the terms
F N
s and Fs sN
y . On the other hand, the dynamic tire forces can be derived from
s x
FxD = cx xe + dx x e
FyD = cy ye + dy y e
(15)
(16)
where cx , cy and dx , dy denote stiffness and damping properties of the tire in longitudinal and
lateral direction. Inserting the normalized longitudinal slips defined by Eqs. (4) and (5) into
Eqs. (13) and (14) and combining them with Eqs. (15) and (16) yields two first order differential
equations for the longitudinal and lateral tire deflection
!
F
1
F (vx rD )
x e =
cx x e
dx +
s rD ||
sx + vN
s rD ||
sx + vN
!
1
F
vy
F
cy ye
y e =
dy +
s rD ||
sy + vN
s rD ||
sy + vN
(17)
(18)
and
vT y = rD || sy + vN
(19)
finally results in
F
F
x e = (vx rD ) vT x cx xe
dx +
s
s
F
F
vT y dy +
y e = vy vT y cy ye
s
s
vT x
(20)
(21)
where Eqs. (15) and (16) will then provide the tire forces Fx = FxD and Fy = FyD . A corresponding dynamic model of the bore torque which is needed for simulating the parking effort is
described in Ref. [6].
This first order dynamic tire force model is completely characterized by the combined force
characteristic F = F (s) as well as the stiffness cx , cy and damping dx , dy properties of the
tire. Via the steady state tire characteristics the dynamics of the tire deflections and hence the
dynamics of the tire forces automatically depends on the wheel load Fz and the longitudinal and
lateral slip.
3.2
Transition to Stand-Still
At stand still the contact point velocities vx , vy and the angular velocity of the wheel will
vanish. At = 0 the fictitious velocity vN replaces the modified transport velocities vT x and
vT y defined in Eq. (19) and avoids the singularities in the normalized slips defined by Eqs. (4)
and (5). Hence, for vx = 0, vy = 0 and = 0 the generalized slip given by Eq. (3) will vanish
s = 0 and the differential equations (20) and (21) simplify to
F
x e = vN cx xe
vN dx +
s s=0
F
vN dy +
y e = vN cy ye
s s=0
(22)
(23)
At s = 0 the global derivative F/s is defined by the initial inclination of the generalized tire
characteristic
d F (s)
F
=
= dF 0
(24)
s s=0
d s s=0
Then, Eqs. (22) and (23) may be written as
dx
dF 0
+
cx vN cx
{z
x e = xe
Tx
and
|
dy
dF 0
+
cy
vN cy
{z
Ty
y e = ye
(25)
At stand still existing tire deflections xe 6= 0 and ye 6= 0 and hence existing tire forces Fx 6= 0
and Fy 6= 0 which will keep the vehicle at the stopping point are not maintained but will decay
in time. However, a small fictitious velocity results in considerably large time constants and
will thus approximate the discontinuous stick-slip model described in [9].
4
SIMULATION RESULTS
The results of a driving and braking maneuver on a hill are shown in Fig. 5 for a simple
quarter car model with an overall mass of m = 400 kg.
Vehicle Position [m]
40
TB
TD
0
20
TD
TB
-1
m
-2
[s]
10
90
Velocities [m/s]
[s]
20
-20
100
Fx
[s]
10
90
[s]
10
90
[s]
100
1.0165
1.0156
r
v
[s]
10
30
-10
32.615
32.572
-2
-4
100
[s]
10
90
[s]
100
Figure 5: Driving and braking on a hill (time interval 10 s < t < 90 s skipped)
The inertia and the radius of the wheel are given by = 1.2 kgm2 and r = 0.3 m. The longitudinal force characteristic is defined by the initial inclination dFx0 = 100 000 N , the maximum
7
CONCLUSION
This simple but effective extension to first order dynamic tire forces and torques allows a
smooth transition from normal driving situations to stand still and keeps the dynamics of the
system finite. The simulation results show that it will serve as a good approximation to a
discontinuous stick slip model.
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vehicle dynamics development, Tech. Univ. Eindhoven 2000, ISBN 90-386-2552-9 NUGI
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