4param Transient Response

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Four Parameter Evaluation Method of

Lateral Transient Response
Tetsushi Mimuro, Masayoshi Ohsaki, Hiromichi Yasuna a, and Kohji Satoh
{esearch Department
Passenger Car Engineering Center
Mitsubishi Motors Corp.
Passenger Car Meeting

and Exposition
Dearborn, Michigan
September 17-20, 1990
Reprinted from SP-838 -

Electronic and Non-Electronic Suspenslon
Systems and Steerlng Controls
Author:Gilligan-SID:4494-GUID:34434486-193.61.107.81
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Four Parameter Evaluation Method of

Lateral Transient Response
Tetsushi Mimuro, Masayoshi Ohsaki, Hiromichi Yasunaga, and Kohji Satoh
Research Department
Passenger Car Engineering Center
Mitsubishi Motors Corp.
t h e balance o f m u l t i p l e e v a l u a t i o n parameters
and n o t o n l y by each e v a l u a t i o n parameter by
There a r e many m e a n i n g f u l n u m e r i c a l i t s e l f (1) *.
e v a l u a t i o n s o f v e h i c l e dynamic performance. P r a c t i c a l t e s t i n g methods s h o u l d be ac-
However, e v a l u a t i o n methods u s i n g one o r two c u r a t e , easy t o execute, easy t o reproduce,
parameters have l i t t l e p r a c t i c a l use f o r and n o t dependent on a d r i v e r . A t r a n s i e n t
development o f new c a r s o r f o r comparison o f response t e s t w i t h p u l s e - i n p u t i s t h e most
s i m i l a r cars since d r i v e r s ' preferences vary p o p u l a r t e s t and has good performance w i t h
widely i n various handling characteristics. t h i s c r i t e r i a ( 3 and 4 ) . I n a d d i t i o n , o u r r e l i -
We developed t h e Four Parameter Evalua- a b l e d a t a processing, w h i c h i s based on t h e
t i o n Method. The parameters a r e e x t r a c t e d c u r v e f i t t i n g method w i t h a two degree o f
from l a t e r a l t r a n s i e n t response d a t a b y c u r v e freedom model, a l s o c o n t r i b u t e s .
f i t t i n g w i t h a two degree o f freedom model. We have chosen t h r e e e v a l u a t i o n
I n t u i t i v e l y , we can r e c o g n i z e v e h i c l e p e r f o r - parameters from yaw v e l o c i t y response data.
mance by a r r a n g i n g these f o u r parameters i n a They a r e : steady s t a t e g a i n " a l " , n a t u r a l
rhombus. T h i s e x p r e s s i o n i s s u i t a b l e f o r com- frequency " f n " . and damping r a t i o " r". As a
p l e x h a n d l i n g c h a r a c t e r i s t i c s . The r e s u l t i n g f o u r t h parameter we have used phase d e l a y " 9 "
rhombus p a t t e r n r e f l e c t s a r a t h e r s m a l l d i f - a t 1Hz from l a t e r a l a c c e l e r a t i o n response
ference between t e s t c a r s i n c l u d i n g 4WS. data. T h i s c o m b i n a t i o n o f f o u r parameters i s
p a r t i c u l a r l y important. A l t h o u g h each
parameter has proved i t s w o r t h i n e s s i n -
d i v i d u a l l y , combining them c r e a t e s a new and
HANDLING EVALUATION i s one o f t h e most valuable insight.
a t t r a c t i v e themes i n a u t o m o b i l e e n g i n e e r i n g , To express these f o u r parameters i n a
hence much r e s e a r c h has been made. B u t suspen- rhombus w i 11 h e l p r e c o g n i z e v e h i c l e p e r f o r -
s i o n and t i r e d e s i g n e r s want t o know how t h e i r mance i n t u i t i v e l y . The a r e a o f t h e rhombus
design parameters c o n t r i b u t e t o h a n d l i n g denotes v e h i c l e h a n d l i n g p o t e n t i a l , and t h e
c h a r a c t e r i s t i c s , and t e s t d r i v e r s want t o know d i s t o r t i o n denotes t h e h a n d l i n g tendency. T h i s
where t h e i r f e e l i n g s a r e d e r i v e d from. T h i s i s e x p r e s s i o n i s s u i t a b l e f o r complex h a n d l i n g
because hand1 i n g c h a r a c t e r i s t i c s a r e r a t h e r characteristics.
confusing. T h i s method has been u t i l i z e d f o r s e v e r a l
We r e c o g n i z e d t h a t t h e r e a r e s e v e r a l years i n t h e development o f new c a r s and i n
preferable handling c h a r a c t e r i s t i c s f o r t h e a n a l y s i s o f many t e s t r e s u l t s f o r t h e
v a r i o u s d r i v e r s . T h i s means, h a n d l i n g evalua- s t u d y o f fundamental suspension
t i o n s h o u l d have many e v a l u a t i o n parameters,
which e f f e c t each o t h e r . I t has been recog- *Numbers i n parentheses d e s i g n a t e
n i z e d t h a t a v e h i c l e can be c h a r a c t e r i z e d by References a t end o f paper.
characteristics, including 4WS and active In the above, each coefficient is determined
suspension. The application of this evaluation with vehicle dimensions and speed. Where
has been reported previously ( 1 and 2). In this
paper we have summarized the test method, data ai : Steady state gain of each response
processing, measured data, and estimations fn : Natural angular frequency
using ADAMS full vehicle model. C : Damping ratio
Tf : Lead time constant of yaw velocity
2 DOF MODELAND ITS TRANSFER FUNCTION
Other coefficients are given in the APPENDIX.
Here, the classical 2 degree of freedom
(DOF) model is reviewed. According to the TRANSIENT TEST METHOD WITH PULSE INPUT
notation and the definition in the APPENDIX,
the 2 DOF model is written as: Of the many kinds of lateral transient
tests (3-6), the steering pulse input method is
the simplest. It doesn't require much ski1 1 of
a driver. It also doesn't require a wide prov-
ing ground since a test vehicle runs almost
straight. Moreover, the result is available as
a time history.
The following points should be noticed.
First, the pulse width should be determined to
cover sufficient frequency range by itself.
From our experience. the pulse of 0.4sec width
has brought us good results, owing to the suf-
ficient power spectrum level of the pulse be-
Where tween 0. 1Hz and 2Hz. Figs. 1 and 2 denote the
time history and the power spectrum of a good
s = the Laplace transform operator steering pulse input, respectively.
@ = yaw velocity
ay = lateral acceleration
,6 = side-slip angle
bH= steering wheel angle
V = forward speed
rn = vehicle mass
Iz = yawing moment of inertia
1 = wheelbase, l=lf+lr
If = distance from front axle to C.G.
lr = distance from rear axle to C.G.
Kf = equivalent front cornering power Fig.1 - Time history of a pulse input
Kr = equivalent rear cornering power
is = overall steering ratio
Then from Eq ( 1 ) , we get the transfer functions

of yaw velocity response, side-slip angle
response, and lateral acceleration response.
10
,cl 2 3 5 7 2 1 5 HZ
Fig.2 - Power spectrum density of a pulse
Second, the pulse amplitude should be of passenger cars, the driver sits near the
determined in every test to give the same in- center of gravity (C.G.) of the vehicle, so it
tensity to the vehicle. This is because the would be suitable to adopt yaw velocity and
characteristics of a real car reveal rather lateral acceleration at the C.G. to compare
strong nonlinearity. We usually determine the with the driver's evaluation.
amplitude to attain 0.4g peak lateral ac-
celeration. 0.49 is within so-called linear
characteristic range, although it is not
linear from a precise point of view. Referring
to a peak isn't always correct to get the same
intensity, but it is a convenient method for
daily use. Later, we will show the difference
that comes from this intensity.
Last, the variation of the neutral steer-
ing angle before and after the pulse as
diagrammed in Fig.3, makes a deflection of
steady-state gain in a resulting transfer
function. We can reduce the deflection to
choose the pre-trigger time (preceding the
pulse) adequate1y , but not always. This
problem is easily fixed by excluding very low
frequency data from the curve fitting object
as stated next.
~1
* I l l
I 0.1 0.2 0.5 1.0 2.0 3.0
F R E Q U E N C Y (Hz)
Fig.4 - Curve fitting of yaw velocity response
(4-wheel-drive car)
Fig.3 - Neutral steering angle variation

before and after the wulse
CURVE FITTING
The lines connecting symbols in Fig.4 and

5 show the measured transfer functions of a
European:4WD car at 100km/h. As the power
spectrum of the steering pulse input have in-
sufficient level over 2Hz, symbols scatter
losing their coherence. Curve fittings with
the 2 DOF model given in Eq(2) have executed
between 0.2Hz and 1. 9Hz. Their results are
also shown in Figs.4 and 5 as smooth lines
even over 2Hz.
Almost a1 1 transfer functions properly
measured can get good curve fittings as these
examples show. Besides yaw velocity and
lateral acceleration, side-slip angle would
=I I
-I
c
0.1
I
0.2
I
0 160
I l
0.5
l
1.0
1 ,
I
2.0 3.0
normally be considered, but side-slip angle is F R E Q U E N C Y (Hz)

very small in a hi-speed linear condition, so Fig.5 - Curve fitting of lateral acceleration
it is inconvenient to measure it. In the case response - (4-wheel-drive car;)
It should be noticed, however, that
successful curve fitting with the 2 DOF model
doesn't mean that a real car would be
expressed as the 2 DOF model we1 1. The
parameters of the model such as wheelbase, Although calculated values from these equa-
vehicle mass, etc., need not be ones of the tions differ from measured ones, basic charac-
real car. In addition, the identified teristics are the same. Some calculated
parameters from the yaw velocity response may results are shown in Fig.6. In these calcula-
contradict the ones from the lateral accelera- tions the vehicle dimensions applied are given
tion response. The usage of the 2 DOF model is in the APPENDIX.
only a technique to extract meaningful stability factor
parameters from measured data. -2 DOF model K = 3 . 8 6 ~ 1 0 -(s2/n2)
~
- - - 2 DOF model K = 2 . 3 1 ~ 1 0 -(sz/n2)
~
FOUR PARAMETE RS ... . 2 DOF model K = 1 . 2 1 ~ 1 0 -(~s 2 h 2 )
There are many proposals exclusively

about numerical evaluation parameters. For ex-
ample, TB value(7) which is the product of yaw
velocity response time by steady state gain of
0. I
side-slip angle, and equivalent time lag of
yaw velocity, are well known. Steady state
gain, natural frequency, and damping of yaw
velocity response are most commonly used(8 and
9). Phase delays of yaw velocity response and
lateral acceleration response are also
.
common (1 0)
r , , , ,
80 100 120 140 160 180
SPEED Ikm/hl
~ I , , , ,
80 100 120 140 I 6 0
SPEEO I km/h
I
180
We have chosen the following four
parameters: Fig.6 - Parameter change vs. vehicle speed
a1:steady state gain of yaw velocity
response, It may be considered to use the stability
fn:natural frequency of yaw velocity factor or steady state gain of lateral ac-
response, celeration response in stead of al. Although
:damping of yaw velocity response, they have some common information as indicated
d:phase delay at 1Hz of lateral ac- in the 2 DOF model, a1 has the most fami 1 iar
celeration response, by curve fitting with the and direct meaning to the drivers.
2 DOF model. As representative values for the It was important not to have adopted
basic steering response characteristics, it phase delay of yaw velocity but 4. From the 2
would be adequate to use the test data of DOF model, we conclude that side-slip angle
100km/h and 0.49 peak intensity. In order to derivative defines the difference between
pick up the four parameters from many can- these two phase delays. But actually. the
didates, we had analyzed our vast test data- phase delay of yaw velocity response is more
3ase. It w a s proven that these four parameters insensitive than 4. In measured data, lateral
re stable enough to measure, sensitive to the acceleration includes the gravity component
hanges of vehicle characteristics, and dis- caused by vehicle roll motion because the ac-
inct from each other. celerometer is fixed to the vehicle body. This
These parameters are directly expressed makes influence on the steady state gain of
n the 2 DOF model: lateral acceleration, but little on the delay.
PERFORMANCE EXPRESSION USING RHOMBUS
Expressing 4 parameters in a rhombus

enables us to understand intuitively, steering
response characteristics. Recent data of 20
compact cars at 100km/h are given in Fig. 7.
Parameters at 100km/h of almost all normal
passenger c a r s a r e drawn w i t h i n t h i s c h a r t . do some. The reason we d i d n ' t use any recom-
Axes have somewhat unusual s c a l e s t o mendatory range, i s t h a t t h e rhombus expres-
express t h e average c h a r a c t e r i s t i c s i n a s i o n shows t h e parameters g e t t i n g b e t t e r as
r e g u l a r form. From t h e d a t a o f t h e 20 c a r s , w e l l as o t h e r s g e t t i n g worse, s i m u l t a n e o u s l y ,
t h e average "AVE" o f each parameter l o c a t e s so we can e v a l u a t e i f i t i s e x c e s s i v e f r o m t h e
near t h e second g r a d u a t i o n f r o m t h e c e n t e r o f balance o f t h e parameters c o n t r a d i c t i n g each
t h e rhombus and t h e s t a n d a r d d e v i a t i o n , " a " , other.
takes one o r h a l f g r a d u a t i o n . A c c o r d i n g l y t h e s i z e o f a rhombus denotes
a b i l i t y , and t h e d i s t o r t i o n denotes tendency.
fi
These b a s i c p a t t e r n changes a r e i m m e d i a t e l y
understood by t h e 2 DOF model. U s i n g some c a l -
c u l a t i o n r e s u l t s and measured data, b a s i c p a t -
t e r n changes a r e shown. Reference v e h i c l e
speed i s 100km/h.
F i g s . 8 and 9 show t h e rhombus s i z e reduc-
t i o n according t o the increasing o f the
v e h i c l e speed.
Fig.7 - Rhombuses o f r e c e n t 20 c a r s a t 100km/h
Although t h e d i r e c t a s s o c i a t i o n o f a numerical
e v a l u a t i o n w i t h a s u b j e c t i v e e v a l u a t i o n may be
m i s i n t e r p r e t e d , we s t a t e t h e f o l l o w i n g : The
l e f t a x i s o f a1 denotes "heading easiness".
The g r e a t e r ( t o t h e l e f t ) t h e b e t t e r . The upper
a x i s o f f n denotes "heading responsiveness". Fig.8 - P a t t e r n changes vs. v e h i c l e speed
The g r e a t e r ( h i g h e r ) t h e b e t t e r . The lower a x i s (THe same model as F i g . 6)
o f l " d i r e c t i o n a l damping". The
g r e a t e r ( l o w e r ) t h e b e t t e r . The r i g h t a x i s of 2.01f n ( H z )
q5. denotes " f o l l o w i n g c o n t r o l l a b i l i t y " . The
smaller ( t o t h e r i g h t ) t h e better.
I f C i s s m a l l , t h e d r i v e r w i l l n o t be
s a t i s f i e d w i t h h i s c a r ' s course convergency
over 120km/h. A t lower speed, s m a l l damping
d o e s n ' t m a t t e r . But i t s h o u l d be remembered.
t h a t damping used t o become s m a l l e r i f t h e c a r
speeds up. I f 4 i s s m a l l , t h e emergency han-
d l i n g performance w i l l be good, s i n c e t h e
l a t e r a l a c c e l e r a t i o n generates r e s p o n s i v e l y .
Small 4 makes a good course convergency w i t h f L0.6
c o r r e c t i o n a l hand1 i n g , and l a r g e l makes a Fig.9 - P a t t e r n changes vs. v e h i c l e speed
good d i r e c t i o n a l convergency w i t h o u t d r i v e r ' s (Front-wheel-drive car)
c o r r e c t ion.
Formerly, we s t a t e d t h a t each parameter I f a v e h i c l e has a s t r o n g understeer(US)
has a p r e f e r a b l e d i r e c t i o n ( g r e a t o r s m a l l ) , c h a r a c t e r i s t i c . t h e rhombus d e f l e c t s t o t h e
but o f course, e x c e s s i v e s e t t i n g s s h o u l d be r i g h t - h i g h e r d i r e c t i o n . I f a v e h i c l e has a
avoided. I t may be n o t i c e d t h a t one parameter week US c h a r a c t e r i s t i c , t h e rhombus d e f l e c t s
w o u l d n ' t o f f e r any bad c h a r a c t e r i s t i c a t t h e t o t h e l e f t - l o w e r d i r e c t i o n . Fig. 10 shows t h e
excessive s e t t i n g , b u t o t h e r parameters would d i s t o r t i o n o f t h e 2 DOF model a c c o r d i n g t o t h e
u n d e r s t e e r - o v e r s t e e r ( U S . O S ) change, w h i l e t h e Fig. 13 shows t h e same d a t a as F i g . 12,
t o t a l c o r n e r i n g power i s c o n s t a n t . Figs. 1 1 and p l o t t i n g t h e p o l e s (see Eq(A12)) on t h e com-
12 show t h e d i s t o r t i o n s o f measured d a t a ac- p l e x plane. We can see t h a t t h e yaw response
c o r d i n g t o t h e USsOS change by f r o n t o r r e a r l o s e s i t s damping as t h e v e h i c l e speed b u i l d s
suspension r o l l s t e e r . I n t h e case o f f r o n t up, and t h e s t r o n g e s t US v e h i c l e i s unaccep-
r o l l s t e e r , f n v a r i e s o p p o s i t e t o t h e case o f t a b l e i n t h e h i g h speed range. The o t h e r hand,
t h e 2 DOF model. The reason i s t h a t t h e t o t a l F i g . 12 shows t h e damping r e d u c t i o n as w e l l as
c o r n e r i n g power decreases, w h i l e t h e r o l l un- t h e f n and t h e d a r e g e t t i n g w e l l .
d e r s t e e r i s n ' t e f f e c t i v e d y n a m i c a l l y , because
t h e v e h i c l e r o l l m o t i o n (hence t h e r o l l s t e e r )
d e l a y s t o t h e f r o n t t i r e s l i p angle.
0
0
stability f a c t o r
3.53 x 10--3 SZ/ma
0 2.84 x
0 2.34 X lo-"
-8 -4
Fig.13 - Pole l o c a t i o n r e l a t i n g t o t h e r e a r
r o l l steer
-,. ..-. . ~ = 1 . 2 1 ~ 1 0( s- Z~/ m 2 )
RELIABILITY OF THE METHOD
Fig. 10 - USaOS p a t t e r n changes (2 DOF model)
2 . 0 1 - f n (Hz) To c e r t i f y t h e r e l i a b i l i t y o f t h i s f o u r
parameter e v a l u a t i o n method, some e x p e r i m e n t a l
r e s u l t s a r e shown. The number o f samples was
r a t h e r small t o assure t h e r e l i a b i l i t y from
the s t a t i s t i c a l view point.
F i r s t . t h i s t r a n s i e n t response t e s t i s a
s o - c a l l e d open-loop t e s t , b u t i t s h o u l d be
c e r t i f i e d that the r e s u l t i s insensitive t o
t h e t e s t d r i v e r . T e s t s were a c t u a l l y executed
by t h e same c a r ( f r o n t - w h e e l - d r i v e c a r ) , on t h e
same day, i n t h e same p r o v i n g ground by t h r e e
.\.,-pi
, , . . . . K=1. 31x10-3 ( s 2 / m z )
d i s t i n c t d r i v e r s . The n o r m a l i z e d s t a n d a r d
t"\,6.6 K = I .oax10-= (~2/.2)
d e v i a t i o n s ( d i v i d e d by t h e average) o f t h e 4
Fig. 1 1 - P a t t e r n changes vs. f r o n t r o l l steer parameters were w i t h i n 1. 7%. I f t h e s t e e r i n g
i n p u t s a r e w e l l c o n t r o l l e d i n i t s peak g a i n
and p u l s e w i d t h , d i f f e r e n c e s between t e s t
FWD, 100km/h
d r i v e r s w i 11 be n e g l i g i b l e .
Second, t h e d i f f e r e n c e among c a r s i n t h e
same s p e c i f i c a t i o n i s a l s o small. I n t h e case
of t h e t h r e e c a r s ( f r o n t - w h e e l - d r i v e c a r )
produced i n t h e same p r o d u c t l i n e , t h e normal-
i z e d s t a n d a r d d e v i a t i o n s were w i t h i n 1.6% i n
a l l parameters. But t h e c a r produced as a
K = 3 . 5 3 ~ 1 0 (- s~2 / m 2 ) p r o t o t y p e i n t h e same s p e c i f i c a t i o n has a b i t
- - - K = 2 . 8 4 ~ 1 0 -( ~s Z / m z ) bigger difference.
t 1 0.6
...... K=2. 3 4 ~ 1 0 (- ~~ 2 1 ~ 2 )
T h i r d , t h e d i f f e r e n c e by t h e i n p u t p u l s e
i n t e n s i t y i s shown i n F i g . 14. f n and 4 a r e
F i g . 12 - P a t t e r n changes vs. rear r o l l steer g e t t i n g worse as t h e i n p u t i n t e n s i t y i n -
creases. T h i s s t r o n g n o n l i n e a r i t y i s s t i l l un-
der c o n s i d e r a t i o n . As mentioned b e f o r e , we
FWD, 1 0 0 k m / h
adopt t h e d a t a when t h e peak o f t h e l a t e r a l
a c c e l e r a t i o n i s 0. 49.
2.01 * (Hz)
FWD. 1 0 0 k m / h
Fig. 16 - D i f f e r e n c e b y t i r e c o r n e r i n g charac-
-0 . 2 5 g ter i s tics
- - - 0. 3 7 g
Second, t h e a p p l i c a t i o n t o t h e develop-
ment o f 4WS i s shown. The rhombuses i n F i g . 1 7
Fig.14 - D i f f e r e n c e by i n p u t pulse i n t e n s i t y correspond t o t h e v a r i a t i o n o f t h e r e a r s t e e r
c o e f f i c i e n t , kp ( t h e r a t i o o f r e a r s t e e r a n g l e
APPLICATIONS d i v i d e d by f r o n t s t e e r a n g l e ) . The t e s t c a r i s
i n s t a l l e d an e l e c t r o - h y d r a u l i c 4WS system. I n
To demonstrate t h e e f f e c t i v e n e s s o f t h e t h i s case, t h e o v e r a l l s t e e r i n g r a t i o i s n ' t
method, two a p p l i c a t i o n s a r e shown. changed, s o a1 i s d e c r e a s i n g as k p increases.
F i r s t , the e f f e c t o f the differences
among s i m i l a r t i r e s i s shown. The t i r e s . A, B,
and C a r e i n t h e same s i z e and have t h e same FWD. 100km/h
t r e a d p a t t e r n . Fig. 15 shows t h e t i r e ' s c o r n e r -
i n g c h a r a c t e r i s t i c s on t h e t i r e t e s t stand.
The d i f f e r e n c e s among t h e t i r e s a r e v e r y s m a l l
and c l o s e t o t h e v a r i a t i o n l e v e l o f t h e
products. F i g . 16 shows t h e r e s u l t i n g rhombuses
u s i n g a f r o n t - w h e e l - d r i v e c a r a t 100krn/h. The
d i f f e r e n c e o f t h e c o r n e r i n g power i s r e f l e c t e d
t o t h e rhombus s i z e . The d i f f e r e n c e o f t h e
phase d e l a y i s t o o s m a l l t o d e t e c t on t h e car.
\ /
- - - kp=O. 15
The s u b j e c t i v e r a t i n g s by some p r o f e s s i o n a l i /' . . .. . k p = O . 27
d r i v e r s were 6-, 6, and 6t (10 p o i n t s method), < wb.6 -.-.- kp=O. 4 0
respectively. Fig. 17 - P a t t e r n changes vs. rear steer coef-
ficient - (Front-wheel-drive car)
100km/h
From t h e APPENDIX, we o b t a i n t h e 4WS
Load=2940N t r a n s f e r f u n c t i o n s i f t h e r e a r wheel s t e e r
+ ldeg f u n c t i o n i s assumed. I f t h e p r o p o r t i o n a l f unc-
t i o n applies,
8r=kp.'
A: 175/10SR13
B: 115/70SR13 (9
C: 175/701W13 f n and r a r e t h e same as t h e 2WS, because t h e
c h a r a c t e r i s t i c p o l y n o m i a l d o e s n ' t change (see
Eq (A21)). I n t h e r e a l 4WS system, t h e r e w i 11
cornering force phase detay e x i s t some dynamics even i f n o t i n t e n t i o n a l l y
a t 1Hz (deg) caused by mechanical problems. These dynamics
i n f l u e n c e t h e r e s u l t a n t performance o f t h e
Fig.15 - Cornering c h a r a c t e r i s t i c s o f the t r e e v e h i c l e c l e a r l y . For example, t h e open-loop
tires 4WS c o n t r o l method which m a i n t a i n s t h e s l u e -
slip angle zero (see Eq (A22)), gives a excel- The application to the tire characteris-
lent performance. tics was made possible by support from Toyo
Tire L Rubber Co., LTD. The authors wish to
EST1 MAT10 N US1NG FULL VEHICLE MODEL gratefully acknowledge the contributions of H.
Yashima and S. Nishihata.
This evaluation method is useful to
designers as they have wanted to estimate the REFE RE NC ES
four parameters by calculation. To satisfy the
designers needs, the simulation model should 1. T. Mimuro and S. Takeuchi,"CAE for
contain precise structure descriptions. For Vehicle Dynamics," JSAE Review Vo1. 9, No. 3,
this objective, the full vehicle model written Ju 1 y 1988.
in ADAMS(8 and 9) is suitable. We had 2. T. Tanaka, et. al. "Active Control
developed a pre-processing system to construct Technology for Passenger Car, XXII FISITA.
"
a large-scaled vehicle model named "Digital September 1988.

Vehicle System". Using this system, designers 3. "Transient Response Test Procedure
easily can get a precise model of their (Pulse Input) for Passenger Cars, " Japanese
developing suspension system, and full- Automobi le Standard, 2-1 10, Mar. , 1983.
vehicle. Fig.18 shows one of our vehicle 4. "Road Vehicles - Lateral Transient
models which has about 80 degrees of freedom. Response Test Methods," International Stand-
ard, ISO/TC22, IS0 7401. 1988.
5. M. K. Verma and W. L. Shepard,
"Comparison of Transient Response
Test Procedures for Motor Vehicles," SAE Paper
810807.
6. R. L. Ni songer and P. S. Fancher.
"Experimental Examination of Transient Direc-
tional Response Tests," SAE Paper 810808.
7. B. Richter. "Driving Simulator
Studies: The Influence of Vehicle Parameters
on Safety in Critical Situations", SAE Paper
741 105.
8. D. McRuer and R. Klein, "Effects of
Automobile Steering Characteristics on
Driver/Vehicle Performance for Regulation
Fig. 18 Full-vehicle model Tasks, " SAE Paper 0760778.
9. D. H. Wei r and R. J. DiMarc,
CONCLUSIONS "Correlation and Evaluation of Driver/Vehicle
Directional Handling Data," SAE Paper 780010.
It is not an easy task evaluating vehicle 10. S. Sano et. al. "Effect of Vehicle
handling characteristics. We adopted four Response Characteristics and Driver's Skill
parameters extracted from transient response Level on Task Performance and Subjective
data by curve fitting. Denoting the parameters Rating, " 8th International Conference on Ex-
in a rhombus, gives good information contain- perimental Safety Vehicles, 1980.
ing basic and major vehicle characteristics.
The parameters are insufficient to
evaluate the overall vehicle handling charac-
terist ics. However, from our experiences over SUMMARY OF THE 2 DOF MODEL
several years, the huge task of improving
vehicle handling has turned into simple Here, the 2 DOF model of 4WS, which is
routine. The key point of this method is more general than 2WS, is introduced. In the
making it possible to see the parameters that text, we used only 2WS, making the rear steer
contradict each other at a glance. angle zero.
According to Fig. A1 and Table Al, and as-
AC KN OWLE DG EM E NT suming that 6f, 6r, af, ar, and are small,
the differential equations of motion are:
I z - $ = l r Fyr-lr Fyr
The side forces. Fyf and Fyr are:
The front and rear tire slip angles are:
From these equations, Eq (A7) is created

through the Laplace transformation.
I
2 (11Kc -1r Kr)
mV+ mV.s+2 ( K r + K r )
v Fig.Al - 2 DOF model
2 (lr2Kr+lr2Kr)
IZ-s+ 2 (11Kf -1r Kr
v
r -8 ,- 7 I$ I rad/s I Yaw velocity I I
IB 1 rad I Side-slip angle B%v,/v, I I
( a, I ./s2 1 Lateral acceleratim I I
The state variables of Eq (A7) are 4 and B , I BH 1 rad I Steering wheel angle I I
and the two independent input variables are I Br. 6, 1 rad ] Steer angle, f m v r e a r I I
6 f and 6r. IXTire
; s l i p angle
The determinant and the adjoint matrix of the Forrard/latcral velocity
system matrix are developed. These are:
Vehicle speed V=JvX2+ v V 2 100 (k/h)
Vehicle MSS 1200 (k)
I 1, 1 kg.* 1 Yaw -t of inertia ( 1470 (Itp.6) (
1I, 1 1m I Distance fm each axle to C. C 1 1.0/1.6 (m) I

Kr. K, N/rad Ewivalent cornering m r 365W/56150(N/rad)
i. 1 Overall steering ratio 17.0 (1)
2 (lr2Kr+lr2Kr) 2 (Ir Kt - I r Kr)
1,-s+ -mV- The characteristic polynomial and its poles,
v A 1 and 12, can be directly g o t from Eq(A8).
(A91 A
pol(s)= det(s)
In the above. K is the so-called stability 4 lKrKr
factor defined in Table A2. Using Eq (A8 and
A9), E q (A71 can be solved for its state vari-
ables.
As the result, we can get yaw velocity

response, side-slip angle response, and
lateral acceleration response. lateral acceleration responses have the same
. A dynamics f rom Eq (A1 5).
Notation 1 Coefficient (hit) Definition

m (1, K,-lc Kt)
K Stability factor (s2/#)
2 1'KrKr
Steadv state min of v
.
B t B,
Steady state gain of
side-siip angle response,
f m w r e a r (1)
2Ie1Kr-IrmV2
2 1K,V
-A ,
21t1Kr+l,rnVz
21KrV
.A
I I
Tr, T,
I
Lead time ccnstant of
yaw velocity response.
Lead ti= cautant of

-
Newly defined coefficients are also given in Zr. Zr side-slip angle r e s m e .

f m t / r e s r (s)
Table A2. Be careful that Tr is negative and
Bf and rf turn to negative if the speed Natural angular frequency
Wn (raws)
builds up. ( f . :Natural frequency)
In the case of 2WS, using the relations; f .=0./2 zoh)
t *ma (l/d 1 Kt+K, Ir2Kr+1,'Kr

8,=0, Gr=Ci~/i.
(A1 6) (C :Daaping ratio (1))
-
V
(-
m
+ IZ
)
we get the transfer functions:
In the case of the simple 4WS;

Br=kp.Q~
(A201
where kp is a constant, the transfer function
of yaw velocity is:
The open-loop 4WS control which maintain side-

slip angle zero, is introduced from E q ( A 1 4 ) ;
Using this control method, yaw velocity and

4param Transient Response

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Four Parameter Evaluation Method of

Passenger Car Meeting

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SAE GLOBAL MOBLI'W DATABASE @

No part of this publication may be reproduced in any form, in an

Four Parameter Evaluation Method of

Then from Eq ( 1 ) , we get the transfer functions

Fig.3 - Neutral steering angle variation

The lines connecting symbols in Fig.4 and

normally be considered, but side-slip angle is F R E Q U E N C Y (Hz)

There are many proposals exclusively

PERFORMANCE EXPRESSION USING RHOMBUS

Expressing 4 parameters in a rhombus

Fig.7 - Rhombuses o f r e c e n t 20 c a r s a t 100km/h

a large-scaled vehicle model named "Digital September 1988.

The side forces. Fyf and Fyr are:

The front and rear tire slip angles are:

From these equations, Eq (A7) is created

1I, 1 1m I Distance fm each axle to C. C 1 1.0/1.6 (m) I

As the result, we can get yaw velocity

Notation 1 Coefficient (hit) Definition

Lead ti= cautant of

Newly defined coefficients are also given in Zr. Zr side-slip angle r e s m e .

t *ma (l/d 1 Kt+K, Ir2Kr+1,'Kr

we get the transfer functions:

In the case of the simple 4WS;

The open-loop 4WS control which maintain side-

Using this control method, yaw velocity and

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