Vehicle dynamics simulation
using bond graphs
Germn Filippini, Norberto Nigro and Sergio Junco
Facultad de Ciencias Exactas, Ingeniera y Agrimensura
Universidad Nacional de Rosario. Av. Pellegrini 250,
S2000EKE Rosario, Argentina
Generalities and Modeling Assumptions
Vehicle Chassis
Engine and Transmission
Pneumatic tires
Suspensions
Aerodynamic forces
(2)
Bs
Ks
(3)
yaw
Kt
roll
Ks
Bs
y
Bs
Ks
pitch
r1
(1)
(4)
Ks
Kt
Bs
h1
Kt
Fx
Fy
Kt
Mathematical and BG Modeling
Rigid Body
Euler equations
Conservation of linear momentum
dp dp
dt dt
p
rel
Conservation of angular momentum
dh dh
dt
dt
h
rel
Mathematical and BG Modeling
Power variables transformation between two points A, B
Equations relating the linear
and rotational efforts
M F r
Equations relating the linear
and rotational flows
v r
Mathematical and BG Modeling
3-dimensional rotation equations expressed in terms
of power variables
Euler angles
v v
v G v
v v
Where,
0
1
0 cos
0 sin
x
y
z
0
sin
cos
cos
0
sin
cos
sin
0
sin
cos
0
x
y
z
x
y
z
0 sin
1
0
0 cos
0
0
1
X
Y
Z
Mathematical and BG Modeling
Vehicle Chassis
Mathematical and BG Modeling
Engine and Transmission
T (T p , Tr , A p ) A p T p ( ) (1 A p ) Tr ( )
Ap accelerator position 0 Ap 1
Tp engine output torque
Tr engine resistant torque
Mathematical and BG Modeling
Gearbox and Differential
Mathematical and BG Modeling
Pneumatic Tire
Pacejka model
Adherence coefficient
x sign( ) A 1 e b
B K /d
c 2
1/ n
A 1.12 ; C 0.625 ; D 1
K 46 ; d 5 ; n 0.6
with -1< <1 the longitudinal slip
Lateral force
D
Fy D sin C arctan B 1 E E arctan(
B )
Fz
a3 sin 2 arctan
a4
B
C D
c a0 ; y a1 Fz a2 ; D y Fz
E a6 Fz a7
; a0 1.3 ; a1 53.31
a2 1190 ; a3 588.6 ; a4 2.5212
a5 0 ; a6 0.5178 ; a7 1.0
Mathematical and BG Modeling
Pneumatic Tire
Mathematical and BG Modeling
Suspension
Mathematical and BG Modeling
Aerodynamic forces
Fxaero
1
Cx Af V 2
2
,
air density
Cx drag coefficient
Af vehicle frontal area
V relative velocity between the vehicle and the wind
Mathematical and BG Modeling
Full Vehicle vectorBG Model
Simulation Data
Renault Clio RL 1.1
Aerodynamics coefficient
0.33
Frontal area
1.86 m2
Distance between axes
2.472 m
Vehicle weight
8100 N
Centre of mass height
0.6
m
Front axis weight
5100 N ,
Rear axis weight
3000 N
Maximum engine torque 78.5 Nm at 2500 rpm
Maximum engine power 48 CV at 5250 rpm
Planetary drive train (differential) ratio 3.571
First gearbox ratio
3.731
Second gearbox ratio
2.049
Third gearbox ratio
1.321
Four gearbox ratio
0.967
Five gearbox ratio
0.795
Reverse gearbox ratio
3.571
Tires, type and dimensions
145 70 R13 S
Wheelbase
1.650 m
Maximum speed
146 km/h
Acceleration 0-100 km/h in
17 s
Time spent to do 1000 meters
38 s
Distance from centre of mass to front axes 0.916 m
Distance from centre of mass to rear axes 1.556 m
Pneumatic tire radius (unloaded) 0.2666 m
Air density
1.225 kg/m3
Unsprung masses (at each wheel) 38.42 kg
Tire Vertical stiffness
150 000 N/m
Tire inertia
1.95 Kgm2
Damper coefficient
475 N s / m
Suspension stiffness
14 900 N/m
Sprung mass - Yaw Inertia
2345.53Kg m2
Sprung mass - Pitch Inertia
2443.26Kg m2
Sprung mass - Roll Inertia
637.26 Kg m2
Simulation Results
First Test
Time evolution of the engine speed.
Evolution of the load [N] over a traction wheel.
Longitudinal vehicle velocity [m/s] in time.
Evolution of one of the traction wheels sliding.
Chassis pitching as a function of time.
Load [N] over one of the rear wheels.
Simulation Results
Second Test
Sliding angle of one of the front wheels.
,
Evolution of the turning angle [rad] of the front wheels.
.
Sliding angle of one of the rear wheels as a function of time.
Trajectory in x-y [m]
Yaw vehicle response as a function of time.
Simulation Results
Third Test
Slip angle of one of the front wheels [rad]
,
Evolution of the turning angle [rad] of the front wheels.
.
Slip angle of one of the rear wheels [rad].
Trajectory x-y [m]
Yaw angle [rad] as a function of time.
Conclusions
One of the main goals of this paper was the extension of
this formalism to include large spatial (3-dimensional)
rotations.
Several elements oriented to multibody systems were
developed allowing work with different reference frames,
operating with them through the usage of translations
and general transformations.
This toolbox works acceptable in the vehicle dynamics
prediction and it was successfully applied to another
project based on vehicle fault diagnostics.
