Tire Modeling

Lateral and Longitudinal Tire Forces

Gurkan Erdogan, PhD
April 27, 2009
Why Tires are important
for Vehicle Control Systems?
Tires generate the forces that drive and maneuver the vehicle.
The knowledge of magnitude, direction and limit of the tire
forces are essential and valuable for vehicle control systems. forces are essential and valuable for vehicle control systems.
However, the estimation of these variables in all driving
conditions and in real-time is a very challenging task.
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Horizontal Tire Forces
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How tire force is generated?
Tire forces are generated inside the contact patch, in
other words between the tire and the ground.
Tire forces are a combination of two factors: Tire forces are a combination of two factors:
Friction/sliding in the contact patch, and
Elastic deformations/slipping of the tire.
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Background Friction Forces
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Background Friction Forces
Stribeck Effect
Stribeck (1902) observed that the friction force is decreasing
continuously with increasing velocities for low velocities.
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Background Elastic Force
x k F =
( ) = E
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Background Friction/Elastic Forces
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Classification of Tire Mathematical Models
Based on how you attack the problem
from experimental
data only
using similarity
methods
through simple
physical model
through complex
physical model
empirical theoretical
Based on which time behavior you can capture
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Steady State
Models
Dynamic (Transient)
Models
Tire Models
through simple physical models
There are four main players in tire modeling through simple physical models
1. Tread deflection (with and w/o)
2. Carcass/belt deflection (with and w/o)
3. Distribution of contact pressure (symmetric and asymmetric dist.)
4. Tire-road friction properties (variable friction)
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Tire Models
through simple physical models
Brush Model
BM (Rigid Carcass)
BM + Linear Carcass Defection
BM + Parabolic Carcass Defection
BM + Asymmetric Carcass Deflection BM + Asymmetric Carcass Deflection
String Model
Stretched String (No Tread Element)
BM + Stretched String
Beam Model
Ideally:
Some Concepts - Instantaneous Center of Rotation
Reality:
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w
Some Concepts Effective Radius
t
r
t
a
r V
eff
w eff eff

=
= =
R
stat
R
w
a

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t

a
r
eff
=
w eff stat
R r R < <
Slip Ratio:
( )
w eff x
x w eff
x
r V
V r

, max

=
Brush Model Pure Longitudinal Slip
through simple physical models
Longitudinal Tire Deformation
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x w eff o
V r V =
0 =
g
V
Remember
BM Pure Longitudinal Slip
Brush Model Pure Side Slip
through simple physical models
w eff
r
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V
=
Slip Angle:
Brush Model Pure Side Slip
through simple physical models
UniformNormal Force Distribution
w eff
r
F
z
( )

= =
a
a
z z
z
dx q F
a
F
x p
2
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w eff
r
UniformNormal Force Distribution
Brush Model Pure Side Slip
through simple physical models
( )
( )
( ) ( )
z z
py
z
z y
F F
M
a c
F
F F

tan 8
3 2
'
2
2
=
= Lateral Tire Force :
Tire Moment:
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( )
( )
( )
( )
( )
bs
z
py
py
z
py
z
z
x
F
a c
a c
F
a c
F
M

tan 2
tan 48 tan 8
2 3
'
=
=
Friction Coefficient :
Tire Moment:
( ) 2
1
tan
1
2 2 2
max
|
|

\
|
|

\
|
= =

a c
F
a
F
F
x y
F F
py
z z
z
bs b
z y
Parabolic Normal Force Distribution
w eff
r
F
z
Brush Model Pure Side Slip
through simple physical models
( ) ( )

=
|
|

\
|

=
a
a
z
z
dx x p F
a
x a
a
F
x p
2
2 2
4
3
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w eff
r
Brush Model Pure Side Slip
through simple physical models
Parabolic Normal Force Distribution
=
V
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Parabolic Normal Force Distribution
Small Slip Angle (as 0, tan( ) )
( ) ( )
( )

x a
x a y
=
= tan
y c q
py y
=
Brush Model Pure Side Slip
through simple physical models
( )
y
py
a
a
py
a
a
y z
F
a
a
a c
dx x x a c
dx x q M
3
3
2
2
=
=
=
=

( )

F
py
a
a
py
a
a
y y
C
a c
dx x a c
dx q F
=
=
=
=

2
2
( ) x a =
Brush Model Pure Side Slip
through simple physical models
Parabolic Normal Force Distribution
Large Slip Angles
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( )
( )
( )
( )
( )
( )
|
|

\
|
+ =
sl sl sl
z y
F F

2
2
tan
tan
3
1
tan
tan
1
tan
tan
3
( )
sl
z
py
F
a c
tan
3
2
2
=
Lateral Tire Force :
Friction Coefficient :
( )
( )
( )
( )
( )
( )
( )
( )
} |
tan
tan
| )
tan
tan
( 3 |
tan
tan
| 3 1 {
tan
tan
3 2 '
sl sl sl sl
z z
a F M

+ = Tire Moment (Lateral):

Theoretical Slips
( )
( )

=
+
=
=

=
+
=

=
=
drive
V
V
brake
V
V
drive
V
V
V
V V
brake
V
V
V
V V
sy
x
sy
y
sx x r
x
sx
x
x r
x

1
tan
tan
1
Brush Model Combined Slip
through simple physical models
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=
+

= =
+
drive
V
drive
V V
r
r r

1
1
w eff r
r V =
( )
( )
2 2
y x
y
x
x a v
x a u

+ =
=
=
|
|

\
|
+ =
2
2
3
1
1 3
m m m
z
F F

Tire Force :
} 3 3 1 {
3
3
2
2
'
m m m m
z z
a F M

+ =
Tire Moment:
Brush Model Combined Slip
through simple physical models
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m
z
p
F
a c

3
2
2
=
Friction Coefficient :
m m m m
Friction Circle:
Dugoffs Model
_
_
y lin y
x lin x
C F
C F
=
=

Brush Model Combined Slip

through simple physical models
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( )
( )
2
_
2
_
2
_
2
_ 2
_
2
_
_
_
2
_
2
_
_
2
2
2
,
2
1
1
,
2
lin y lin x
z
lin y y
lin x x
z
lin y lin x
lin y y
lin x x
z
lin y lin x
y lin y
F F
F
F F
F F
F
F F if
F F
F F
F
F F if
C F
+
=
=
=
> +
=
=
+
=

String Model
through simple physical models
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The steady state tire models are handy when we have constant linear and
angular velocities.
Experimental data used to validate the slip/force curves are obtained using
specialized equipment that allows independent linear and angular velocity
modulation so as to cover the whole slip range.
Dynamic (Transient) Tire Models
through simple physical models
This steady-state point of view is rarely true in reality, especially when the vehicle
goes through continuous successive phases between acceleration and braking.
Dynamic models capture the transient behavior of the tire-road contact forces
under time-varying velocity conditions.
Bliman
Kinematic TM
Dahl TM
LuGre TM
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Dynamic Models Relaxation Length
Relaxation length
is related to the distance needed by the tire to reach a the steady state situation after a step
change in slip.
is the distance needed to build up the steady state tire forces.
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( ) v e F z
F F
coulomb
o
F
x
coulomb o
friction n deformatio
sgn 1
|
|

\
|
=
=

z
F
v
v z
coulomb
o

= &
Dynamic Models Dahl Models
through simple physical models
The Dahl model is essentially Coulomb friction with a lag.
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( )
( ) v v
z
e
v v e z
dt
dF
dt
dF
coulomb
o
coulomb
o
F
x
F
x
friction n deformatio
sgn
sgn
&
&
=
=
=

\
Derivation
( ) v
F
z
z
F
v
v
z z
o
coulomb
ss
ss
coulomb
o
ss
sgn
0
0

=
=
= &
Steady State:
( )
( )
( )
( )
( ) v e F v f z z
or v e F z
F F
v g
x
coulomb o
v g
x
coulomb o
friction n deformatio
o
o
sgn 1
, sgn 1
1
|
|

\
|
= + +
|
|

\
|
=
=

&
Dynamic Models LuGre Models
through simple physical models
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\
( )
z
v g
v
v z
o

= &
( ) ( )
( ) v v f
e F F F v g
stribeck
v v
coulomb static coulomb
2

=
+ =

Tire Models
from experimental data only
Pacejka TM
Burckhardt TM
Kiencke and Daiss TM
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TIRE
BLACK BOX
Create
TIRE
DEFORMATION
Measure
TIRE FORCE
( ) Slip f Force =
Pacejka Tire Model (Magic Formula)
from experimental data only
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References
Vehicle Dynamics and Control, 2005, R. Rajamani
Tire and Vehicle Dynamics, 2005, H.B. Pacejka
Contact Mechanics, 1987, K.L. Johnson
Vehicle Dynamics: Theory and Application, 2009, R. N. Jazar
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THANKS
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