Basic Vehicle Performance Modeling

Prof. R.G. Longoria Spring 2004

v.1

ME 379M/397 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Overview
Basic 2 axle vehicle model Review typical road loads Example modeling for performance

ME 379M/397 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Performance Modeling
Performance usually relates to longitudinal motion of a vehicle, and is constrained by one of two limits.
The first is a power plant limitation, which tends to be especially critical at high speed. The second limitation is traction, which tends to dominate at low speeds.

In both cases, the impact on acceleration or deceleration is of particular interest. Some common needs might be:
Finding torque and power for a given application (e.g., to go up a hill, drawbar) Selecting a power plant Development or evaluation of cruise, braking, traction, or engine control

ME 379M/397 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Basic Model 2 axle vehicle

x Along the longitudinal (x) axis: z
x = m p dvx = m ax = Fx dt

= Tractive force Road Loads

F
From Wong, Chapter 3, Fig. 3.1

= Ff + Fr Ra Rrf Rrr Rd Rg

Ff ,r = tractive effort on front and rear Ra = aerodynamic resistance force Rrf ,rr = rolling resistance on front and rear Rd = drawbar load Rg = grade resistance = W sin s

ME 379M/397 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Basic Model 2 axle vehicle

x z
Use equilibrium conditions in the vertical direction and about the y axis.

dvz = 0 = Fz dt d y hy = I y = 0 = Ty dt z = m p

From Wong, Chapter 3, Fig. 3.1 Need to: 1. Find loads on the axles 2. Use knowledge of road adhesion and other vehicle parameters to determine tractive effort (TE)
ME 379M/397 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin

Dissipative Loads
Recall, any dissipative forces take the form of effort vs. flow. For translation: force (F) velocity (V) plots For rotation: torque (T) (angular) speed () plots

F or T
forbidden

(V or )
forbidden

V or
Department of Mechanical Engineering The University of Texas at Austin

ME 379M/397 Prof. R.G. Longoria Vehicle System Dynamics and Control

Aerodynamic Forces and Moments

Aerodynamic effects can affect vehicular dynamics in several ways.
Direction Longitudinal, positive rearward Lateral, positive right Vertical, positive upward Force Drag force Moment Rolling moment Pitching moment Yawing moment

Side force Lift force

From Gillespie (1992) Refer to Wong, Section 3.2 or Gillespie, Ch. 4, for a detailed discussion of aerodynamic effects.
ME 379M/397 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Tire Force and Moment Conventions

Gillespie (1992) Wong (1993/2001)

ME 379M/397 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Rolling Resistance
Primarily caused by hysteresis in tire materials due to deflection of the carcass while rolling. Others factors that might contribute to RR in tires: friction in sliding, air circulation, fan effect of rolling tire. Dominant load at low speeds; dependent on speed. Example: loads on tire at 80-95 mph (90-95% hysteresis, 2-10% friction, 1.5-3.5% air resistance) For free-rolling tire, a horizontal force is introduced to balance the rolling resistance moment, which arises when pressure shifts to leading half due to carcass deflection. Ratio of rolling resistance to normal load is the coefficient of rolling resistance, which incorporates all the complicated and interdependent physical properties of tire and ground. Aerodynamics become equal to rolling at about 50 or 60 mph.
Department of Mechanical Engineering The University of Texas at Austin

ME 379M/397 Prof. R.G. Longoria Vehicle System Dynamics and Control

Typical Road Loads

From Steeds, Mechanics of Road Vehicles (1960) Generally, we assume that aerodynamic effects can be ignored for low ground speeds. Rolling resistance and grade dominate until about 50 to 60 mph.

ME 379M/397 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Estimating Rolling Resistance

Ex. Radial-ply passenger car tires under rated loads and inflation pressures on a smooth road (Wong, Ch.1), f r = 0.0136 + 0.4 107 V 2 with V in km/h. Total force is estimated on all wheels, Fr = Frf + Frr = f rW where W is the total weight on the vehicle.
In some cases, can approximate with average values, as given the table shown.
ME 379M/397 Prof. R.G. Longoria Vehicle System Dynamics and Control

From Automotive Handbook (SAE)

Department of Mechanical Engineering The University of Texas at Austin

Additional Estimates
Speed dependence of rolling resistance For low speeds: f r = 0.01(1 + V /100), (V in mph) At higher speeds:

f r = f o + 3.24 f S V

100 )

2.5

, (V in mph)

f o = basic coefficient f S = speed coefficient

From Automotive Handbook (SAE)

ME 379M/397 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin

Vehicle on an Incline 1

From Wong (2001)

ME 379M/397 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Vehicle on an Incline 2

These equations can be formulated to solve for the 3 unknowns:

ME 379M/397 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Vehicle on an Incline 3
Data for Proble m 3.1 from Wong (1993) W := 4500lbf mv := W g L := 279.4cm h := 50.8cm a := 127 cm b := L a r := 33 cm Fg( ) := W sin ( ) Ftm axr( v ) := W cos ( ) fr( v ) := A + B ( v )
2

A f := 2.32m Cd := 0.45 := 1.23

A := 0.0136 B := 0.4 10
7

kg m
3

:= 0.8

km hr

1 2 Fa( v ) := Cd A f ( v ) 2

:= at an

(a h fr( v) )
(L h )

Ftm axf( v ) := W cos ( )

(b + h fr( v) )
(L + h )

= 14.036 deg

ME 379M/397 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Vehicle on an Incline 4
Graphically extracted results
Pt. 1 2 3 4 Ftmax (N) 7493 8274 7484 8267 V (m/s) 60 69 105 111 Type FWD RWD FWD RWD

Check out the power delivery. Line 2 = 571 kW! (766 hp)

Does this seem reasonable?

ME 379M/397 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin

Summary Road Loads

This overview of road loads illustrates the large amount of information available related to predicting and controlling typical road loads. Basic analysis can be conducted to determine acceleration performance on grades under aerodynamic loading, including the effect of rolling resistance. Later, we will examine how power plant and transmission effects play a role in longitudinal performance. First, we will study tire-ground interaction in more detail to understand braking and traction applications.
ME 379M/397 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin

References
1. 2. 3. 4. Steeds, W., Mechanics of Road Vehicles, Illiffe and Sons, Ltd., London, 1960. Gillespie, T.D., Fundamentals of Vehicle Dynamics, SAE, Warrendale, PA, 1992. Wong, J.Y., Theory of Ground Vehicles, John Wiley and Sons, Inc., New York, 1993 (2nd) or 2001 (3rd) edition. W.F. Milliken and D.L. Milliken, Race Car Vehicle Dynamics, SAE, Warendale, PA.

ME 379M/397 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin