A

Seminar Report

On

“Modeling of Delayed Dynamic Systems

with Operator's Retardation”

Masters of Technology in

AUTOMOBILE ENGINEERING

VEERMATA JIJABAI TECHNICAL INSTITUTE. MUMBAI

Submitted by

PANKAJ UDHAV ARVIKAR

ROLL NO-172100015
Introduction

Time delays may come from the retardation of either a controller or an

actuator in controlled mechanical systems. In many cases, it is possible to establish
the mathematical model for controlled mechanical systems with time delays from
the principles of mechanics and the theory of control. However, this is not always
the case. For a great number of practical systems, it is necessary to establish the
model on the basis of experimental data. For instance, it would be impossible to
establish the model for the retardation of human being if no experiments were
made. As the identification of time delays is a tough problem, this outlines the
identifiability of time delays in some simple cases.

Mathematical Modeling of Dynamic Systems with Operator's

Retardation
If a dynamic system includes any interaction between a man and a machine,
the retardation of operator has to be taken into account in the dynamic analysis
when the time delay in retardation is not much shorter than the fundamental period
of machine. A well-known example is the steering dynamics of a vehicle at high
speed. To deal with this sort of problems, the mathematical model of a four-wheel-
steering vehicle, or 4WS vehicle for short, is established here with the time delay
in driver's response taken into consideration.
The vehicle model shown in Fig. l includes a symmetric rigid body of mass
m with two identical front wheels and two identical rear wheels. It is moving at a
constant speed U. To study the steering dynamics of the vehicle moving at a
constant speed, only the lateral and yaw dynamic equations of vehicle should be
considered, while the longitudinal dynamic equation can be neglected.

a. vehicle in a fixed frame of coordinates, b. zoom view of a front wheel

Fig. 1 A simple model for four-wheel-steering vehicles
Let G denote the center of mass, where a coordinate frame fixed on the vehicle
body originates. The lateral velocity V and the yaw angular velocity r of the vehicle
yield

……. (1)

where Iz is the inertia moment of rotation of the vehicle body with respect to the
vertical axis z, a and b are the distances from G to the front and rear axles, f and r
are the steering angles applied on the front and rear wheels, Ff and Fr are the lateral
forces due to the contact between the tyre and the road surface at each front and
rear wheel. An interesting fact is that the dynamic equations of vehicle are
independent of the width of vehicle if the vehicle and the road are assumed to be
symmetric with respect to plane AB.
The lateral contact force is a function of the physical properties of the tyre
and the corresponding side-slip angle f or r observed on the front wheel or rear
wheel, respectively. These side slip angles of wheels can be determined according
to the simple geometric relations shown in Fig. 1 as follows

…… (2)
The most popular tyre model is the truncated Magic formula proposed in
(Pacejka 1989). Here, the third order truncation of the formula is used

……. (3)

where C1, C3, Dl and D3 are positive parameters.

Equations (1), (2) and (3) constitute a set of closed differential equations in
unknown variables V and r to describe the lateral and yaw dynamics of the four-
wheel-steering vehicle in the case of open loop. That is, the steering angles f and
r, are regarded as the independent input of the vehicle and the interaction of driver
is not taken into account.
A popular control strategy is to steer the rear wheels on the basis of a
predetermined function as below

……. (4)
There are two versions of this control strategy. One is the following linear strategy

…….. (5)

It features that k→-b/a < 0 when U→0 and k→aD1/bCl > 0 when U→+∞. The
other version is the bilinear strategy with the coefficients given by

……. (6)

An important feature of the bilinear strategy is the constant steering ratio k≠ 1.
The interaction between the driver and the vehicle should be studied in the
fixed global frame of coordinates (x, y, ѱ) as shown in Fig 2, where (x, y)
represents G, the mass center of vehicle, in driving and ѱ the heading angle of
vehicle. Obviously, the following relation holds

……. (7)

Fig. 2 The geometric relation in Eq. (8)

Many models have been proposed to describe the perceptual delay of the driver,
who senses the deviation from the desired path and steers the vehicle to reduce the
deviation. The simplest model in (Nagai and Mitschke 1987) reads

…….. (8)

Equation (8) describes the deviation from the desired path and the retard of both
driver and steering mechanism, respectively. As shown in Fig. 2, L represents the
preview distance, yd the desired lateral displacement, ye the error between desired
and actual lateral displacement, τs >0 the time delay of the steering mechanism,
τp>0 the preview time of the driver, τd >0 the time delay of the driver, Km the
steering gain, respectively.
Substituting the first equation in Eq. (8) into the second one gives a linear
delay differential equation in steering angle f

……. (9)

where τ = τp + τd > 0 represents the total time delay of driver's retardation in the
vehicle-driver system.
In summary, the motion of the four-wheel-steering vehicle-driver system
yields a set of non-autonomous delay differential equations in five unknown state
variables (V, r, y, ѱ, f) as following

….. (10)
where Ff (V, r, f) and Fr (V, r, f) can be determined from Eqs. (2), (3) and (4),
while

…..(11)

is regarded as an external excitation in the dynamic analysis.