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2002-01-0965
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2002-01-0965
ABSTRACT
In this paper a simple yet insightful model to predict
vehicle propensity to rollover is proposed, which
includes the effects of suspension and tire compliance.
The model uses only a few parameters, usually known
at the design stage. The lateral accelerations at the
rollover threshold predicted by the model are compared
to the results of simulations, in which vehicles with the
same static stability factor, but different suspension
characteristics and payloads are subjected to rollinducing handling maneuvers. The results of simulations
correlate well with the predictions based on the
proposed model. Design recommendations for passive
suspensions, which would increase rollover stability are
discussed.
INTRODUCTION
In recent years rollover has became an important safety
issue for a large class of vehicles. Even though rollovers
constitute a small percentage of all accidents, they have
unproportionally large contribution to severe and fatal
injuries. For example, rollover is the primary cause of
fatalities in accidents involving sport utility vehicles
(SUVs). There is an urgent need to develop both
analytical and experimental tools to predict rollover
propensity of vehicles and to improve their design from
the viewpoint of rollover resistance. Real-world rollovers
are complex events, involving a variety of factors, which
may have broad statistical distributions, and some of
these factors may be beyond control of vehicle
designers. Such factors include driver steering patterns,
type of road surface, type of shoulder, road and shoulder
inclination angles, existence of drop off in transition from
road to shoulder, coefficient of friction, presence or
absence of obstacles on the vehicle path, etc. In
addition, during rollover vehicle experiences a loss of
stability, a condition in which small changes in vehicle
parameters, inputs or environment can significantly
affect vehicle behavior. For these reasons, it is nearly
impossible to device a simple test or a method that
would reflect a majority of real-world rollover scenarios
and reliably determine rollover propensity. There is a
ROLLOVER MODEL
Static stability factor is obtained by considering the
balance of forces acting on a rigid vehicle in steady-state
cornering. This is illustrated in Figure 1, where
deflections of tires and suspension are neglected.
During cornering the lateral tire forces on the ground
level (not shown) counterbalance the lateral inertial force
acting at vehicle center of gravity, resulting in a roll
(1)
(2)
(3)
(4)
(6)
(8)
(9)
(10)
(5)
Tx = Iyz
(7)
where tw1 and tw2 are given by equations (5) and (6),
respectively. The negative sign in front of the second
term appears because tw2 is an increase in half-track
width.
EFFECT OF GYROSCOPIC FORCES DUE TO WHEEL
ROTATION
Any rigid body rotating about one axis (usually an axis of
symmetry) tends to resist rotation about another axis
perpendicular to the axis of rotation. If a body rotates
about its own axis of rotation, y, with an angular velocity
y, then the moment necessary to rotate this body about
another axis, z, with velocity z is (Hibbeler, 1989)
(11)
(12)
h = 0.8(hrollc/h0)(Msg/kst)
ay = 0.8gtw/(2h0)
(16)
(18)
(13)
(14)
(15)
gSSF
= ------------------------------------------------------------------[1+ h/h0 + Msghroll(1-hrollc/ h0)/ + Mg/(kyth0)
+ 4mww2/(Mh0rd)]
(19)
The incremental change in the height of vehicle center of
gravity, h, is given by equation (17). It is seen that the
lateral acceleration at the rollover threshold is lower than
that computed from the static stability factor. The terms
contributing to the reduction in lateral acceleration
threshold along with the typical range of values for an
SUV are listed below.
h/h0 is the effect of the increase in the height of center
of gravity resulting from jacking forces; it may contribute
up to 5% to the reduction in the lateral acceleration
threshold. It is small for suspensions with roll centers
close to the ground and nearly linear stiffness
characteristics. It tends to increase as the height of roll
center increases, according to equation (17).
Msghroll/ is the effect of lateral displacement of vehicle
center of gravity due to body roll and may contribute 5 to
12% (SUVs tend to roll more than passenger cars
because of high center of gravity and large suspension
(20)
(21)
where os is the degree of overshoot above the steadystate value. For the model described by equation (20)
the degree of overshoot in response to a step function
can be determined analytically as
os = exp[-/(1-2)1/2]
(22)
(23)
(25)
a = Msg/(h0) ,
(26)
(27)
RESULTS OF SIMULATIONS
In order to verify the accuracy of the proposed model,
vehicle simulations were conducted using a full-car 16degree of freedom vehicle model, which was validated
against vehicle test data. The model permits simulation
of vehicle dynamics under large roll angles, significantly
exceeding the angle corresponding to two-wheel lift off
condition. The vehicle used in simulation is a midsize
sport utility vehicle with all independent suspensions and
a marginal static stability factor of only 1.09 in unladen
state. In order to make the vehicle easier to roll over
during severe handling maneuvers, the lateral
acceleration capability of the vehicle was slightly
increased by assuming more aggressive than standard
tires.
In an attempt to induce the rollover by aggressive
steering maneuvers, the steering patterns illustrated in
Figure 6 were used. They represent a J-turn maneuver
and a fishhook maneuver. In each case the steering rate
(28)
CONCLUSION
Vehicle
1
2
3
4
Aymax
(Eq. 19)
8.37
7.65
8.58
8.47
Table1
Aymax(Eqs.
24, 22)
8.04
7.16
8.35
8.25
Aymax(Eqs.
24, 28)
8.19
7.36
8.45
8.37
Aymax
(sim.)
8.18
6.78
8.39
8.33
REFERENCES
1. Allen, R. W., Rosenthal, T. J., Klyde, D. H. and
Hogue, J. R., 1999, Computer Simulation Analysis
of Light Vehicle Lateral/Directional Dynamic
Stability, SAE paper 1999-01-0124.
2. Bernard, J., Shannon, J. and Vanderploeg, M.,
1989, Vehicle Rollover on Smooth Surfaces, SAE
paper No. 891991.
3. Cooperrider, N., Thomas, T. and Hammond, S.,
1990, Testing and Analysis of Vehicle Rollover
Behavior, SAE paper No. 900366.
4. Dixon, J.C., 1996, Tires, Suspension and Handling,
SAE, Inc., Warrendale, PA 15096-0001.
5. Garrott, W. R., Howe, J. G. and Forkenbrock, G.,
1999, An Experimental Examination of Selected
Maneuvers that May Induce On-Road Untripped,
Light Vehicle Rollover Phase II of NHTSAs 19971998 Vehicle Rollover Research Program
6. Gillespie, T. D., 1992, Fundamentals of vehicle
Dynamics, SAE, Inc., Warrendale, PA 15096-0001.