A New Wheel Model For Vehicle Dynamic Simulation

Hai Chenguang
.State Key Laboratory of Automobile Dynamics Simulation, Jilin University Changchun,130025,China haichen1983@gmail.com

Ji Peng
.State Key Laboratory of Automobile Dynamics Simulation, Jilin University Changchun,130025,China Pj180@126.com

Abstract - A new wheel model was established to simulate stand-still and starting condition which cant be accurately described by previous tire model. In this new model, the wheel is simplified into two parts: wheel-rim and contact patch, which were connected by spring-dampers. Contact patch dynamic system was established, so tire slip ratio can be calculate more accurately. By introducing stick-slip friction algorithm, vehicle model can simulate stand-still and starting condition properly. Through simulation, the new wheel model was verified well. Keywords - Wheel model; Stand-still; Stick-slip friction;

at zero speed and we can simulate stand-still parking properly. II. A. ESTABLISHMENT OF THE NEW WHEEL MODEL

Introduction of new wheel model

I.

INTRODUCTION

In order to accurately describe the dynamic mechanical characteristics of tire, the new model simplify the wheel into two parts: wheel-rim and contact patch, spring-dampers which represent elasticity of carcass were used in the model to connect wheel rim and contact patch, as shown in the Figure 2.

The previously established tire model has two shortcomings. (1) Previous tire model use wheel-spin velocity, longitudinal and lateral velocity of wheel center to estimate tire slip velocity, so it is inevitable to introduce large errors, as shown in Figure 1. (2) Because previous tire model use relaxation length method to handle zero speed of the vehicle [1] [2].it bring about instability and micro vibration of the vehicle in parking. Tire mechanical properties largely determine the movement of the vehicle, so it is important to establish a more accurate wheel model.

Sx =

R Vwx R

(1)

Figure 2 wheel model

Vwx

The new wheel model has three components: The contact patch transient model The UniTire steady-state model The stick-slip separation friction model between road and contact patch B. Coordinate system definition [3]

R
Figure 1 the estimate of the tire slip ratio

According to shortage of previous model, this paper presents a new wheel model. The new wheel model builds the completely dynamical system including contact patch and elastic tire carcass, and it furthermore establish the completely dynamical differential equation of contact patch, so we can use the movement of wheel-rim to accurately calculate the tire slip velocity. Stick-slip separation friction model was used to calculate the friction between contact patch and road so the force of vehicle was truly calculated

1 Earth-Fixed Coordinate System (XE, YE, ZE) A coordinate system fixed in the inertial reference. The XE and YE axes are parallel to the ground plane. The ZE axis is aligned with the gravitational vector. The positive ZE axis points upward. The orientation of the XE, and YE axes is arbitrary and should be based on the needs of the analysis or test. The location of the origin is generally an arbitrary point defined by the user. Wheel Coordinate System(XW,YW,ZW) A 2 coordinate system whose XW and ZW axes are parallel to the wheel plane, whose YW axis is parallel to the wheel-spin axis, and whose XW is parallel to the local road plane. The

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positive ZW axis points to upward. The origin is fixed at

the wheel center.

3 Tire Coordinate System(XT,YT,ZT) A coordinate system whose XT and YT axes are parallel to the local road plane, with the ZT axis normal to the local road plane. The orientation of the XT axis is defined by the intersection of the wheel plane and the road plane. The positive ZT points upward. The origin is fixed at the contact center.

ZW
ZT

XW

YW YT

O C

XT

ZE YE
XE

Figure 3 coordinate system

C.

contact patch transient model In contact patch transient model, the completely dynamical differential equation of contact patch was established and we use it to calculate the tire slip velocity. Spring-dampers were used in the model to connect wheel rim and contact patch. Because spring-damper represent the elasticity of the tire carcass and describe the relaxation effect of the tire, the new model can more accurately calculate the tire slip velocity. At the same time the elastic deformation of the tire carcass can self-adaptively adjust the position relationship of parts [4] [5]. As shown in formula (2)-(4).

Fsx, Fsy, Msz represent the force and moment road acting on contact patch, Fcx, Fcy Mcz represent the force and moment spring-damper acting on contact patch, Vcx, Vcy represent tire longitudinal and lateral slip velocity [6]. D. UniTire steady-state model After obtain the tire slip velocity, we use UniTire steady-state model to calculate tire force between road and tire. UniTire steady-state model can deal with complex tire movement input, including large tire slip angle, large longitudinal slip ratio, large camber angle and large vertical load. The advantages of UniTire steady-state model: UniTire is based on generalized theory model, so it can satisfy higher-order theory boundary conditions; UniTire model construct semi-empirical formula based on exponential function, so it has high identification accuracy in nonlinear large-slip regional. E. The stick-slip separation friction model between road and contact patch The interaction between tire and road surface can be viewed as a class of contact friction problem. When there is a relative slip velocity between two objects in contact with each other, the friction force will be produced to resist the relative movement and the friction force is the function of the relative slip velocity. When the relative slip velocity is close to zero, two objects will glue together, until there is a sufficiently large external force to break this bond. At this stage, because the relative velocity between two objects is close to zero, the interaction force can not self-identify and must dependent on outside forces. Friction model algorithm: when there is a relative slip velocity between tire and road, we use UniTire steady-state model to calculate the friction force between tire and road; when the slip velocity is very small and close to zero, the friction model is considered to enter static friction state, the friction force between tire and road balance with the external force, which is the elastic force of the equivalent tire carcass; when elastic force of tire carcass is larger than maximum static friction force provided by road face, friction model Re-enter the sliding friction state. Static friction model introduces stability margins in longitudinal, lateral, yaw direction and improve the stability of the vehicle model, so the model able to generate enough resistance effect when subject to small perturbations. At the same time, the introduction of the static friction model make the vehicle model can simulate stand-still (zero speed) truly and solve the problem of the previous model. III. THE SIMULATION AND ANALYSIS OF THE NEW WHEEL MODEL.

Figure 4 contact patch transient model

& V & mc (V cx cy b ) = Fsx Fcx & +V & mc (V cy cx b ) = Fsy Fcy

& b = M sz M cz I c

(2) (3) (4)

ADAMS software is widely used within the automotive industry. By programming the subroutine of the new wheel model, we embed the wheel model into

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ADAMS and carry out the simulation of the vehicle stand-still and vehicle starting [7].

A.

The simulation of stand-still (Static equilibrium)

F _ max

When we use the new wheel model, the vehicle can enter static equilibrium state immediately and almost not have residual velocity, so the new wheel model can make the vehicle model simulate stand-still (zero speed) truly. B. The simulation of vehicle starting Vehicle starting: driving torque is exerted on the front wheel, Simulation results are shown in Figure 8-9.
0.9

longitudinal acceleration (m/s2)

F _ max

0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0.0 -0.1 0 1 2

new wheel model PAC89

Figure 5 friction model

Static equilibrium: parking without interference of the external force. Simulation results are shown in Figure 6-7.
0.055 0.050 0.045

new wheel model PAC89

time (s)

longitudinal velocity (km/h)

0.040 0.035 0.030 0.025 0.020 0.015 0.010 0.005 0.000 -0.005 -0.010 -0.015 0 1 2 3 4 5 4.0 4.5

Figure 8 longitudinal acceleration of vehicle CG

new wheel model PAC89

longitudinal velocity (km/h)

3.5 3.0 2.5 2.0 1.5 1.0 0.5

Time

Figure 6 longitudinal velocity of vehicle CG

new wheel model PAC89
-1.45

0.0 -0.5 0 1 2 3 4

longitudinal displacement (m)

Figure 9 longitudinal velocity of vehicle CG

-1.46

-1.47

-1.48

-1.49

-1.50

time(s)

Figure 7 longitudinal displacement of vehicle CG

From simulation results we can see: When we use PAC89 tire model to simulate stand-still (static equilibrium), the vehicle will have large residual velocity and zero-drift phenomenon will happen.

From simulation results we can see: The new wheel model has the ability to resist the small driving force. Although driving force is exerted on the wheels, if the driving force does not exceed the maximum static friction force provided by road, at this time vehicle dose not start. When the driving force is larger than maximum static friction force provided by road, vehicle begins to start. The PAC89 tire model does not have the ability to resist the small driving force. As long as the small driving force is exerted on the wheels, vehicle will begin to start immediately. This is inconsistent with the actual. IV.
CONCLUSION

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This paper represents a new wheel model. The new wheel model simplifies the wheel into two parts: wheel-rim and contact patch, spring-dampers which represent elasticity of carcass were used to connect wheel rim and contact patch; the new wheel model builds the completely dynamical system including contact patch and elastic tire carcass; Stick-slip separation friction model between tire and road is introduced and the determination method of static friction force is found; the subroutine of the new wheel model is programmed and it is carried out in ADAMS software. Simulation results show that: (1) by contact patch dynamic, the model can calculate out the tire slip ratio more accurately, furthermore to calculate out the more accurate tire force. (2) By introducing stick-slip separation friction model between road and tire, the vehicle model can simulate stand-still (zero speed) and starting properly, so it overcomes the shortcomings of previous models. (3) The new wheel model introduces stability margins in longitudinal, lateral, yaw direction and improves the stability of the vehicle model, so the

model able to generate enough resistance effect when subject to small perturbations

V.

ACKNOWLEDGMENT

The authors wish to thank Prof. Guan Xin and Prof. Zhan Jun, of State key Laboratory of Automotive Dynamic Simulation Jilin University, for their support in my development. REFERENCES
[1] I.J.M. Besselink, H.B.Pacejka. The SWIFT tyre model: overview and application[J]. AVEC, 2004:525-530 [2] Konghui Guo, Lei Ren. A Non-steady and Non-linear Tire Model Under Large Lateral Slip Condition[J]. SAE paper, 2000-01-0358. [3] SAE J670 [4] Konghui Guo, Ye Zhuang. Friction Coefficient Switching In Tire Semi-empirical Model [J], Automobile technology. 2004 [5] Zhongcheng Yuan. Study of UniTire Steady State Tire Model [D]. Changchun, Jilin University, 2006. [6] Hans B.Pacejka. Tyre and Vehicle Dynamics[M]. Oxford: Butterworth-Heinemann, 2002. [7] ADAMS2005. Help document. Solver

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