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Contents
2/16
Quarter-Car-Model
Structure
chassis
Stiff Ratio
Force Characteristics
Conclusion
damper
wheel
zR
Damper Friction
Brake Torque
E
top mount
K
R
xR
z0
0
x0
wC
zC
uT
C
spring
D S
K
knuckle
uC
xC
wB
B
uB
bushing
road
3. Final Conclusion
Vehicle Framework
Axle Modules
Steering System
Drive Train
Force Elements
Tire
Driver
Road
many d.o.f
chassis
top mount
damper
wheel
zR
R
z0
0
x0
K
xR
wC
zC
uT
C
spring
D S
K
knuckle
road
wB
B
uB
bushing
uC
xC
uC
wC
uB
wB
K
W
uT
vehicle
axle
wheel rot.
top mount dis.
6 d.o.f + 1 f.e.
V ehicle F ramework )
K(y) y = z
M (y) z = q(y, z, , w)
W heel Rotation / Drive T rain
=
= r(y, z, )
Dynamic F orce Elements
w = s(y, z, w)
lose
physical
x = f (x)
know
legde
K(y) y = z
0
M (y) z = q(y, z, , w)
1162.7
49.832+284.07i
=
x = A x ;
eig(A) = 28.666+85.063i
5.5836+63.309i
= r(y, z, )
29.297
6.8472+ 5.281i
w = s(y, z, w)
0
stiff ratio:
max(|Re(eig(A))|) 1162.7
=
200
min(|Re(eig(A))|) 5.5836
mildly stiff
40
vertical
20
kN
10
6/16
Top Mount
kN
20
longitudinal
-10
-20
-20
-40
-30
-0.02
-0.01
0.01 m 0.02
-0.01
Fx [kN]
Tire) (longitudinal)
0.005 m 0.01
Damper
kN
Fz
-0.005
0
-2
-4
-1
-6
-8
-0.5
sx [-]
0.5
-2
-1
-0.5
0.5 m/s
*) Hirschberg, W; Rill, G. Weinfurter, H.: User-Appropriate Tyre-Modelling for Vehicle Dynamics in Standard and
Limit Situations. Vehicle System Dynamics 2002, Vol. 38, No. 2, pp. 103-125. Lisse: Swets & Zeitlinger.
spring:
damper:
friction:
7/16
FS = FS (s)
FD = FD (u s)
FF = FF (u s)
force balance:
friction
F (u s)
+ FF (u s)
= FS (s) ;
|D
{z
}
FR (u s)
damper
FF
=
v
-1
FR
FR
v
=>
8/16
wheel
+
rim
=W
braking torque:
knuckle
TT
TB
TB = TB (),
B
|TB | TBM
Q
FT
Coulomb
simple approximation
TB
TB
dnum
+TBM
enhanced approximation
TB
dnum
+TBM
+TBM
TBS
TBM
jump at v = 0
lockable
TBM
TB = dnum
not lockable
TBM
TB = TBS dnum
lockable
We have:
We need:
keep in mind:
df
dx
in consequence:
1
k+1 1
z k+1
swap
k+1
k
k+1 k+1
k+1
= + h r y ,z ,
state change of
dynamic force variables
state change of
vehicle framework
z }| {
z
}|
{
k
k+1
k
k+1
wk wk+1
y y , z z
slower than
s
wk+1 wk + |{z
}
s y k+1, z k+1, wk+1 s y k , z k , wk +
w
less
important
new
dynamic
force
states
wk+1 = wk + h
E
s
w
1
s y k , z k , wk
change of
wheel ang. vel.
state change of
vehicle framework
z
}|
{
z }| {
k
k+1
k
k+1
y y , z z
slower than k k+1
r k+1
k+1 k+1
k+1
k k
k
k
r y ,z ,
r y ,z , +
+ |{z
}
less
important
new
wheel
angular
velocities
k+1
= + h
r
E
1
r y ,z ,
Vehicle Framework
z
k+1
= z + hM y
k
k 1
q y
k+1
,z
k+1
k+1
,w
k+1
k 1
= y + hK y
z k+1
with M y k+1 M y k and K y k+1 K y k
y
k+1
q y k +h z k , z k , k+1, wk+1
q k+1
k
+
z
z
z
q
k+1
k
k
+
y
y h z + |{z
}
y | {z }
h. o. t.
1
h K(y k ) z k+1
z k+1 = z k
1 k
q
k
2 q
k 1
+ h M y h z h y K y
q y +hz k , z k , k+1, wk+1
TB
dnum
global
derivative
dTB/d
+TBM
TBS
global
derivative
global
derivative
2
exact
derivative
global
derivative
TBM
modified
implicit Euler
global
derivative
k+1
TB
TB
k
d TB k+1
k
+
+
d
TB TBS
d TB
d
k 0
no jumps !
120
vehicle
wheel
100
100
80
60
[rad/s]
[kmh]
80
40
60
40
20
20
0
-20
14/16
120
[s]
10
drive torque
800
[s]
10
brake torque
0
-200
-400
[Nm]
[Nm]
600
400
-600
-800
200
0
-1000
0
[s]
10
-1200
[s]
10
100
80
80
80
60
[rad/s]
100
60
60
40
40
40
20
20
20
[s]
10
[s]
10
brake torque
-400
-400
-400
[Nm]
-200
[Nm]
-200
-600
-800
-800
-1000
-1000
-1000
[s]
10
-1200
[s]
[s]
10
brake torque
-600
-800
-1200
-200
-600
brake torque
15/16
120
100
[Nm]
120
[rad/s]
[rad/s]
120
10
-1200
*) Nordsieck Form for Gears Method: Scientific Subroutine Library (SSL II), Tokyo, Japan, 1989-1998
[s]
10
16/16
Final Conclusion
The presented modified implicit Euler-Algorithm is
simple,
effective and
robust
It is well suited for solving Vehicle Dynamic Equations)