Combined Bounce, Pitch, and Roll Dynamics of Vehicles Negotiating Single Speed Bump Events
Combined Bounce, Pitch, and Roll Dynamics of Vehicles Negotiating Single Speed Bump Events
Combined Bounce, Pitch, and Roll Dynamics of Vehicles Negotiating Single Speed Bump Events
The manuscript was received on 9 February 2006 and was accepted after revision for publication on 1 November 2006.
DOI: 10.1243/1464419JMBD55
Abstract: This paper investigates vehicle dynamic response for the increasingly common
manoeuvre over single speed bumps, which is a non-trivial complex motion. One major aim
of the study is to investigate the effect of the anti-roll bar upon vehicle body dynamics, while
negotiating such traffic calming features. Numerical predictions are made with an intermediate
vehicle model, whose results conform well to the actual vehicle tests. These results seem to suggest
that events caused by truncated speed bumps can have implications for design of anti-roll bars
from a ride comfort viewpoint, over and above the usual requirements dictated by safe vehicle
handling.
Keywords: vehicle dynamics, virtual work, intermediate vehicle modelling, pitch–plane and roll
dynamics, anti-roll bar
JMBD55 © IMechE 2007 Proc. IMechE Vol. 221 Part K: J. Multi-body Dynamics
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34 M Azman, P D King, and H Rahnejat
of suspension kinematics. The model is developed so Mass centre translational and body angular velocities
that it can assist in the study of vehicle dynamics on are used in body-fixed SAE axes. Other inputs include
non-flat roads (e.g. with speed bumps). In this ini- the aerodynamic force. However, due to relatively low
tial form, it excludes certain features of a real vehicle, speeds, the effect of aerodynamic forces has been
which should be borne in mind. These are: neglected. The vehicle weight is an important input
to the system, as
(a) structural flexibility, such as the torsional stiffness
of the body/chassis; Fweight = Mgk (3)
(b) suspension compliance in camber, steer, caster,
where k is the unit vector of the global z-direction,
and in longitudinal and lateral directions;
relative to the vehicle coordinates. The anti-roll
(c) unsprung mass dynamics (such as that experi-
bar affects the vehicle body roll. However, if the
enced in wheel-hop);
road profile is to be included in the model, the
(d) capability to deal with short-wavelength road
roll moment in equation (4) is no longer valid
profile features;
and must include the effect of suspension vertical
(e) transience due to engine and transmission
travel
(assumes an infinitely variable transmission with
only a maximum limit on power).
Roll moment due to the stabilizer bar = Kroll_coeff (φ)
The vehicle model is divided into several main fea- (4)
tures: body dynamic, vehicle kinematics, suspension
and steering system, and driveline and tyre. It also Additional roll deflections due to road profile for both
incorporates a basic driver model. front and rear can be represented in a general form
as (Fig. 2)
2.1 Rigid body dynamics −1 Zrp
dφ = tan (5)
wheel_track
The model uses body-fixed coordinates (Fig. 1). The
inputs are the 12 force components applied to the where Zrp is the height difference between the left
tyres and the right tyre contact patches. Thus, the moments
generated by the anti-roll bar are obtained by adding
FT = [Fx1 , . . . , Fx4 , Fy1 , . . . , Fy4 , Fz1 , . . . , Fz4 ]T (1) to the body roll angle as
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Combined bounce, pitch, and roll dynamics of vehicles 35
The translational dynamics (F = maG ) can be divided In order to establish the derivative equations, it is
into three translational elements necessary to rearrange the equations of motion as
follows
Longitudinal dynamics: m · (U̇ − V · r + W · q)
Longitudinal dynamics: mU̇ = Fx − m(Wq − rV)
= Fx (8)
(16)
Lateral dynamics: m · (V̇ − W · p + U · r) = Fy (9)
Lateral dynamics: mV̇ = Fy − m(rU − pW) (17)
Vertical dynamics: m · (Ẇ − U · q + V · p) = Fz
Vertical dynamics: mẆ = Fz − m(pV − qU) (18)
(10)
Roll moment: Ixx ṗ − Izx ṙ = Mx + (Iyy − Izz ) qr
For rotational dynamics, the general equation is + Izx pq (19)
IG ω̇rel + ω × (IG ω) = Mtyres (11) Pitch moment: Iyy q̇ = My + (Izz − Ixx ) pr − Ixz p2
+ Ixz r 2 (20)
where, the inertial matrix assumes lateral symmetry
Yaw moment: Izz ṙ − Ixz ṗ = Mz + (Ixx − Iyy ) pq
⎛ ⎞
Ixx 0 −Ixz − Ixz rq (21)
⎜ ⎟
IG = ⎝ 0 Iyy 0 ⎠ (12)
−Ixz 0 Izz 2.2 Vehicle kinematics
The equations can also be divided into three rota- The main purpose is to turn the local (vehicle-based)
tional elements (L, M , N ). These are angular velocities into Euler angle derivatives and
then integrate to find roll, pitch, and yaw angles. Euler
Roll moment: Ixx ṗ − Izx ṙ − Iyy qr + Izz qr angle derivatives are found in references [3, 4] as
− Izx pq = L (13) θ̇1 = ω1 + (ω2 sin θ1 + ω3 cos θ1 ) tan θ2
Pitch moment: Iyy q̇ − Izz pr + Ixx pr + Ixz p 2
θ̇2 = ω2 cos θ1 − ω3 sin θ1
− Ixz r = M
2
(14) θ̇3 = (ω2 sin θ1 + ω3 cos θ1 )/cos θ2 (22)
Yaw moment: Izz ṙ − Ixz ṗ − Ixx pq + Iyy pq
Euler angles are used to rotate the local mass centre
+ Ixz rq = N (15) velocity into globals, which are then integrated to find
the global x, y, z coordinates of centre of mass. Vehicle
There are several ways of modelling dynamics of accelerations are also found in both local and global
a vehicle. For a basic vehicle model, state-space coordinates, but only for postprocessing purposes.
approach can be used. However, for a higher level
of complexity, which includes non-linear elements,
the approach is no longer suitable. A combina- 2.3 Suspension and steering
tion of MATLAB and SIMULINK software are used,
Suspension calculation is based on the principle of
where [U , V , W , p, q, r] are the states for the vehicle
virtual work, which includes the influence of suspen-
model.
sion geometry, such as antidive characteristics and
The input consists of the outputs from the tyre
scrub effects. Consider the active forces and moments
forces, the aerodynamic force, the vehicle weight, and
acting on the wheel/hub assembly, when the body is
also the vertical reaction of the suspension system.
fixed, then virtual work can be written in the form
Fx δx + Fy δy + Fz δz + Fs (−δz) + Td δν = 0 (23)
JMBD55 © IMechE 2007 Proc. IMechE Vol. 221 Part K: J. Multi-body Dynamics
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36 M Azman, P D King, and H Rahnejat
Proc. IMechE Vol. 221 Part K: J. Multi-body Dynamics JMBD55 © IMechE 2007
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Combined bounce, pitch, and roll dynamics of vehicles 37
However, for this test, additional sensors are Fig. 6 Measurement of suspension travel
required, which are to measure suspension
displacement on all four wheels. Owing to limited
space around the suspension system, the tasks of displacement had to be established for calibration
installing all the sensors were found to be quite ardu- purposes as shown in Fig. 6.
ous (Fig. 5). The best position would have been to A fixed location, vertically above the wheel centre
either install these parallel to the suspension strut on the vehicle chassis is selected and marked. This
or purely in a vertical orientation. However, this was point away from the wheel centre was set as the datum
difficult to achieve as one end of the sensor needed and the voltage output at this location was taken to be
to be attached to the vehicle chassis and the other the base reference voltage.
end should be attached to the suspension compo- Measurements were taken as the chassis lifted and
nent. Because the suspension can move in vertical, the suspension is allowed to gradually fall downwards,
lateral, longitudinal, or caster directions, to obtain a or alternatively more weight is applied directly on the
purely parallel motion to the strut or a pure vertical suspension. Correlation between output voltage and
alignment is almost impossible to achieve. Figure 5 suspension displacement was then made.
shows the exact installation location and alignment
of the suspension displacement sensors.
Owing to the final installation positions of the sen- 4 COMPARISON OF SIMULATION AND VEHICLE
sors, a different approach in measuring suspension TEST
JMBD55 © IMechE 2007 Proc. IMechE Vol. 221 Part K: J. Multi-body Dynamics
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38 M Azman, P D King, and H Rahnejat
predictions. The lead in the test data is due to the vehi- more noticeable in the graph of front right suspension
cle having a slightly higher longitudinal acceleration, travel.
as well as the fact that during the actual manoeuvre The results for roll rate and the roll angle for vehicle
it was noted that the right front wheel experienced a configurations with and without an anti-roll bar indi-
slight impact with the right-hand split (i.e. right speed cate differences, as would be expected (Fig. 8). Even
bump), which cannot be quantified sufficient accu- though the suspension deflection is reduced in ana-
rately to be included in the model simulation (which is lytical predictions with anti-roll bar, it still produces a
essentially set-up as a single event). This difference is higher roll angle and roll rate, which is not desired for
Proc. IMechE Vol. 221 Part K: J. Multi-body Dynamics JMBD55 © IMechE 2007
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Combined bounce, pitch, and roll dynamics of vehicles 39
JMBD55 © IMechE 2007 Proc. IMechE Vol. 221 Part K: J. Multi-body Dynamics
Downloaded from pik.sagepub.com at PENNSYLVANIA STATE UNIV on March 3, 2016
40 M Azman, P D King, and H Rahnejat
Proc. IMechE Vol. 221 Part K: J. Multi-body Dynamics JMBD55 © IMechE 2007
Downloaded from pik.sagepub.com at PENNSYLVANIA STATE UNIV on March 3, 2016