Professional Documents
Culture Documents
On
Tire Force Distribution in a Four Wheel Independent
Steer-by-wire Vehicle
By
Raj Desai
Roll No-154100001
Under the Supervision
of
Prof. A. Guha
Contents
1
Introduction
Vehicle Modeling
2.1 Degrees of Freedom
2.2 Vehicle Evaluation tests
2.3 Tire Testing Machines Used For Determining cornering Force.
Steer-by-wire
3.1 Technical advantages of steer-by-wire
3.2 SBW Modeling
3.3 Steer-by-wire System with addition of toe angle adjustment.
Conclusion
References
List Of Figures
Fig 1 Two-degree-of-freedom bicycle model
Fig 2 Three-degree-of-freedom
Fig 3 Additionl Rotational DOF
Fig 3 Eight-degree-of-freedom
Fig 4 Tire testing
(a)Flat bed tire testing machine
(b)Flat surface tire testing
(c)External and internal drum tire testing
(d)Tire testing Setup
Fig 5 Steering wheel system
Fig 6 Steer by wire System
(a )steering actuator
(b) Structure of steering actuator
Fig 7 Benefits with toe angle adjustment
(a) Relationship between toe angle and F/W values
(b)Optimum toe angles for vehicle speeds
Fig 8 Four wheel independent steer-by-wire systems advantage over the other steering
systems
(a)Maximum cornering speed
(b)Standard deviation of normalized slip angle
(c)Percentage utilization of tires
(d)Time taken by vehicle to arrive at steady state condition for different speeds
Fig 9 Response during lane change
(a)Response of a truck without load during lane-change maneuver (V = 80 km/h)
(b)Response of a truck with load during lane-change maneuver(V = 80 km/h).
Fig 10 Driving Control Algorithm
Fig 11 Simulation results
(a)Simulation Result of Vehicle Trajectory
(b)Simulation Result of Vehicle Yaw rate
1 Introduction
Vehicle dynamics is a complicated analytical and experimental technology that is used to
study and understand the responses of a vehicle in various in-motion situations. In the driver
education field, it is not necessary to deal with the specifics of this technology but rather with
some of the basic physical principles involved in it such as Kinetic energy, Centrifugal force,
Inertia, Friction, Traction etc[1].
Kinetic energy- Dissipated very quickly is when the vehicle strikes a solid object. When speed is
doubled, four times the energy is available to damage the vehicle and injure its passengers.
Centrifugal force-When a vehicle turns, centrifugal force acts on the vehicle and tries to push it
to the outside of the curve. Centrifugal force increases as the square of velocity. Centrifugal
force requires equally large amounts of counteracting force from the tires if the vehicle is to
remain on the road.
Inertia is the resistance to change the direction or velocity of a body, either at rest or in motion.
Force must be applied to cause a vehicle to turn. This force is called Centripetal force, and is a
result of tires stretching to pull the car from a straight path. Centripetal force must exceed
centrifugal force for the vehicle to turn.
Moments of inertia: Pitch the force felt in acceleration or braking movement around
(Horizontal axis) of vehicle, Roll the force felt in cornering, side to side movement (Lateral
axis) of the vehicle, Yaw the force felt in a spin movement around (Vertical axis) of the
vehicle
Polar moment of Inertia- A high polar moment of inertia is when weight concentrations are
heavy and are far apart. The low polar moment of inertia is when weight concentrations are light
and are close together. A vehicle with a low polar moment of inertia gives a quick response to
steering commands. A vehicle with a high polar moment has high directional stability (resists
changing its direction).
Friction Resistance to motion between two surfaces. There are four basic types of friction.
Static the holding force between two surfaces at rest
Sliding the resistance to motion between two surfaces which are moving across each other
Rolling the resistance to motion of a rolling object like a ball, cylinder or wheel
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Internal the resistance to motion within elastic objects (tires get warm from internal friction as
they flex)
The amount of friction depends upon substance of material, roughness of the surfaces, amount of
force pushing the surfaces together, and presence of lubricants. Thus, the maneuvering ability of
a vehicle on a dry road depends primarily upon road surface and vehicle weight. As the vehicle
accelerates or slows down more rapidly, or as the vehicle corners at faster speeds, it demands
greater traction forces from the tire-road combination. The tire and road combination produce
these forces up to the friction limit.
Traction- Traction is defined as friction between a drive wheel and the surface it moves upon. It
is the amount of force a wheel can apply to a surface before it slips. A wheel will have different
traction on different surfaces; there are three traction forces: Driving Traction To accelerate
the vehicle, Braking Traction To slow or stop the vehicle, Cornering Traction To turn the
vehicle. If traction force becomes greater than friction the vehicle will get out of control. A
driver has the potential for exerting three forces. Sum of driving or braking traction and
cornering traction should not exceed the friction limit, or the vehicle will go out of control.
Should avoid braking or accelerating while cornering. This will allows all available friction to
be used in cornering. A spinning tire cannot provide full driving traction when accelerating. If a
driver causes drive wheel spinning when cornering, the vehicle may go out of control. A locked
tire provides no cornering traction and reduced braking traction. When a driver locks the wheels
in a corner, there will be no response to the steering input. During braking, the maximum
coefficient of friction; therefore, maximum braking ability, is when the driver applies the brakes
at a level of 15% slippage [1]. Flavio Farroni [2] presented a tool for the evaluation of tire/road
interactions road interaction forces, Jun Ni [3] found larger lateral slip angle of each tire during a
turn, is major reason for tire wear. Chung[4] developed algorithm for vehicle sideslip estimation
and compensation on banked road. Christoph [5] worked on implementation of brake warnings
for informative (driver assistance systems) DAS and the adaption of the brake intensity. By
means of experimental and numerical analyses Cristobal [6] quantified the effect of rotation on
the tire dynamic behavior for different operating conditions of the tire, such as load, air pressure
and rotation speed.
2 Vehicle Modeling
A vehicle model is an important factor in the development of vehicle control systems. Various
vehicle models having different complexities, assumptions, and limitations have been developed
and applied to many different vehicle control systems. Many degrees of freedom are associated
with vehicle dynamics [7].
Fig 2 Three-degree-of-freedom
2.2.3 Five-degree-of freedom Model- Fig 3 shows additional
Rotational DOF added to 3DOF model. Lateral, yaw motions,
longitudinal and rotational degrees of freedom for the front and
rear wheels are provided to the model. Rotational degrees of
freedom include the effects of longitudinal slip. This fivedegree-of freedom model enables one to perform in-depth
study of traction and braking forces on handling maneuvers by
including the effects of wheel spin. This model is also used in
DOF
controller design.
2.2.4 Eight-degree-of-freedom- No symmetry in dynamic behavior between right and left sides.
design
analysis,
or
ride
specifically
load
transfer
as
shown in Fig 4.
Fig 4 Eight-degree-of-freedom
2.2.5 Nine-degree-of-freedom
9 DOF model includes longitudinal and lateral motions of the body in the x and y directions;
body roll, pitch, and yaw motions relative to the x, y, and z axes; and the rotational motion of
four wheels presented by Naraghi [9].
Steady-state skidpan
Transient response
Crosswind sensitivity,
1.3.1 Slowly Increasing Steer Test (Skid Pad Test)- Evaluates the vehicle steady state handling in
both linear and non-linear ranges of operation presented in Bosch automotive handbook [11].
There are three forms: constant speed, constant steer, and constant radius. Constant speed is
maintained but steer angle is slowly increased at constant speed. Constant steer angle is
maintained, but vehicle speed is gradually increased. In a steady state circle maneuver, a constant
radius of turn is maintained, while steering angle and speed are slowly increased
1.3.2 Step Steer Test- A steer input in the form of a step function is applied at a specific speed to
produce a specific lateral acceleration. Therefore, quickness of vehicle response to the steering
input in terms of yaw rate or lateral acceleration, overshoot in yaw and roll responses can be
determined.
1.3.3 Braking in Turn Test- Brakes are suddenly applied in a steady state turn of specified lateral
acceleration. This test primarily evaluates vehicle stability and predictability, sensitivity of
vehicle yaw response to braking and associated load transfer.
1.3.4 Dropped Throttle in a Turn- The driver applies throttle in order to maintain maximum
speed then the throttle is then suddenly released. Test evaluates vehicle stability and
predictability in response to the change in longitudinal tire forces.
1.3.5 Open Loop Test with Steer Reversal- In this test, a steering input is applied which a pattern
similar to that has experienced either in a single lane change or a double lane change maneuver.
Demonstrates the vehicle response in maneuvers involving steering reversal. This is important,
because some vehicles may be stable in a step steer maneuver, but may be difficult to control in
maneuvers involving steer reversals, when performed at limit. An example of this type of test is a
transient response test with the steer angle being one period of a sinusoid (a pseudo single lane
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change test) steer input can have rectangular (stepwise) or trapezoidal pattern, which may be
more demanding due to the sudden changes in the steer input.
1.3.6 Steer Reversal with Driver in the Loop- The driver is told as late as possible whether to go
left or right. Performance measure in the test is the shortness of time. Outcome is determined by
the driver-vehicle system. The main result of the test is the maximum possible speed of entry at
which the test can be completed without striking any cones. Large lateral acceleration is
generally achieved. This test has been criticized on several grounds. The path of the vehicle and
the steer pattern are not likely to occur in real world driving.
1.3.7 Frequency Sweep Test - This test is performed primarily to quantify vehicle handling
response to a steer input that covers a significant range of frequencies, a resonance frequency in
vehicle yaw response, which can lead to instability under harmonic steer input at that frequency.
Quickness of vehicle response can also be measured in this test.
1.3.8 Impulse Steer Test- Vehicle is driven straight at a specific speed and a sudden steer input is
generated with restoration to straight ahead.
1.4.2 Flat surface tire testing- Flat bed testing limitation is eliminated. Speed up to 250km/h and
surface coating to simulate different road conditions can be easily done as shown in Fig 4(b).
1.4.3 Drum type tire testing-Simple and low cost setup. Complexity of flat surface machine is
eliminated by drum type test machine as shown in Fig 4(c).
Actual tire testing setup is shown in Fig 4(d).
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13
14
3 Steer-by-wire
An added benefit is the elimination of environmental hazard posed by leakage and
disposal of hydraulic power steering fluid. The next step in steering system evolutionto
completely do away with the steering column and shaftrepresents a dramatic departure from
traditional automotive design practice. The substitution of electronic systems in place of
mechanical or hydraulic controls is known as by-wire technology. This idea is certainly not new,
many modern aircraft, both commercial and military, rely completely on fly-by-wire flight
control systems -wire technology paved the way for high performance aircraft designed to have a
degree of maneuverability never before possible. If not for the intervention of flight control
computers, some of these planesbecause they are inherently unstablecould not be flown by
human pilots without crashing as mentioned by Yih [13].
Simplified assembly
Reduced mass
The SBW system can reduce a vehicle's weight by reducing the number of necessary parts which
can lead to energy reduction effectiveness. A special advantage is also increased without
mechanical linkage In addition, the danger of a driver being crushed when there is a front-end
collision is eliminated as there is no steering column. Also, it is suited to active front steering
control, improving vehicle stability, dynamics and maneuverability.
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3.2 SBW Modeling The SBW system has three subsystems as shown in Fig 5
3.2.1. Steering wheel subsystem This system
contains torque sensor, steering angle sensor
and steering wheel motor. The steering wheel
motor provides torque feedback to the driver to
feel in relation to the position of the steering
wheel and the motion of the vehicle.
3.2.2 Wheel subsystem This system contains
position sensor, rack pinion gear, other
mechanical mechanisms, and wheel motor.
Wheel motor positions the tire according to
inputting data provided by the driver via
tires. The components shown in blue are those associated with steering. The rotation of the sub
motor causes the ball spline shaft to rotate via gearing, causing the coupling length of the screw
to change. As the coupling length of the screw changes, thus total length of the steering rod,
allowing the toe angle of the tire to be adjusted. The components shown in red are associated
with the toe angle adjustment.
If main motor fail, the power transmission path is switched over to the sub motor, helping the
vehicle maintain steering capability. When the main motor is operating normally, the sub motor
adjusts the toe angle of the steered wheel, and if the main motor fails, the sub motor functions as
a backup motor for steering. The toe angle adjustment function can contribute to increasing the
precision of vehicle control.
(a)
steering actuator
17
equalizes the F/W values on both sides has a relationship with the vehicle speed as shown in Fig
7(b) allows one to adjust to the optimum toe angle while running.
18
19
4.1 Maximum cornering speed Provide more stability when it comes to the estimation of
maximum cornering speeds at different radius presented by Mody [16]. In real world the turning
radius and speeds are constantly changing in a normal drive and sudden changes in steering input
or vehicle speeds can cause instability when driving near limit conditions with conventional
steering. The front wheel and the four wheel dependent steering system are at 81% and 83% tire
utilization respectively at their maximum cornering speeds, the four wheel independent steering
can reach values of greater than 95%. This is the main reason behind significantly higher
cornering speeds as compared to the other two steering systems shown in Fig 8(a).
4.2 The slip angle distribution Best when standard deviation of the individual steady state
slip angles of the four wheels, normalized by their peak load, is minimum. At a 100 m turning
radius it shows that the 4 wheel independent steer-by-wire system is the best shown in Fig 8(b).
More importantly, the four wheel independent steer by wire system does well at high speeds,
bringing the slip angles close to each other hence boosting performance in this regime. It is also
the only steering system that does not cause an increase in the normalized standard deviation of
slip angle as the speed increases. At the maximum vehicle speed all the four tires are at the limit
of traction. The front wheel steering system shows optimized in the 50-100km/hr region and
hence in this range it is able to match up to the four wheel steering system but this is at the
expense of performance at other speeds.
4.3 Utilization of the tire shown in Fig 8(c) is the ratio of the lateral force produced by the tire
and its maximum force producing capacity. The percentage utilization of the tire is indicative of
the harshness the tire faces. Mainly attributed to lower utilization results in lower slip angles
which mean there is lesser slip within the tire which is the main source of graining and
permanent rubber damage. Higher slip angles also contribute to rolling friction.
4.4 The settling time Shows indication of how fast the steady state conditions are achieved.
Fig. 8(d) shows that the four wheel steering systems have a more advantage over the front wheel
steering system. The four wheel independent steering system is marginally faster than the four
wheel dependent steering system but the difference increases with the operating speed of the
system.
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Fig. 8 Four wheel independent steer-by-wire systems advantage over the other steering systems[16]
4.5 Behavior of the rollThe vehicle rollover has been reported as the number one harmful event of non-collision
fatal crashes, even despite of fact that, it constitutes a small amount of all car accidents. The
prevention of vehicle rollover has been an active research area in recent years. A number of
methods have been proposed and explored to prevent vehicle rollovers. Research on such
rollover prevention systems is focused on two basic types: rollover warning system and active
roll control system. The rollover warning systems use a prediction algorithm to determine the
risk of impending rollover based on vehicle roll angles, lateral load transfer, and/or lateral
acceleration [21-23]. They provide some type of warning so that the driver can take corrective
action. The active roll control systems reported in literature [24-27] can be categorized into about
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four different types based on its actuation schemes: four wheel steering [24], active suspension
[25], active roll-bar [26], and differential braking [27]. The active roll-bar and active suspension
are designed to directly control the vehicle roll motion; the four wheel steering and differential
braking are to reduce the vehicle yaw motion.
Roll and other motions in dynamic situations, truck was driven at 80 km/h and steered to
move 3.6m in the lateral direction while traveling 50 m. Fig 9 indicate that the roll angle is
higher for a given lateral acceleration when the vehicle has some load, and therefore higher h.
Also, the yaw rate for a given steer angle stays the same regardless of the load, which also agrees
with the analysis obtained by simulation using the 3-DOF model [28].
maneuver (V = 80 km/h)
maneuver (V = 80 km/h).
Fig 9 Response during lane change[28]
22
23
compared FEM results with experimental data obtained using tire testing and found to be similar.
For small slip angles cornering Force is linear function of slip angles and constant of
proportionality is called as cornering stiffness. At higher value of slip angles cornering force
becomes non linear. Thus there is requirement for non linear model if larger slip angles involved.
Effect of inflation Pressure shown in Fig 6(a) for low loads and low slip angle are not much
significant. But for higher load and higher slip angle there is considerably increase in tire force
generated. Whereas for increased test speed form 30km/h to 60km/h the cornering forces
generated by tire decreases shown in Fig 6(b). Reduction may be due to decrease in coefficient
of friction or may be due to increase in temperature which softens the tire rubber.
(b) Effect of
characteristics
followed by a 65degrees sine wave steering-wheel command, with a frequency of 0.5 Hz, on a
dry road surface shown Fig 13(b). Vehicle integrated control, without optimization, cannot track
the desired yaw rate and side-slip angle. Yaw rate response of the system with the AODF method
successfully follow the desired values, and the side-slip angle converges rapidly to zero shown in
fig 13(c) and (d). Can also follow the desired trajectory well, whereas the system without any
optimization becomes unstable shown in Fig 13 (e) and (f). Figures 13 (g) and (h) show the
phase plane plots of side-slip angle versus the yaw rate which indicates that the system utilizing
the AODF method is more suitable for improvement in stability and handling.
(b)Steering-wheel angle
AODF method
26
Fig15 Tire force characteristics (slip angle = 3 Fig 16 Tire force characteristics (slip ratio =
degrees)[34]
0.03)[34]
28
According to EC regulations, for the passenger cars, rear tires should not lock up between
decelerations of 0.15 g and 0.8 g and 5 % tolerance is allowed between 0.3 g and 0.45 g. In order to
satisfy the stopping distance requirements, installed braking force distribution should be above the
curve determined by:
Figure 19, axes show the braking force at front and rear axles relative to weight. The intersection
of the straight lines, representing equal adhesion coefficients, at front and rear axles form the
parabola describing ideal braking force distribution. Distribution of braking forces on the front
and rear axle is accomplished through brake proportioning. If no braking-force proportioning
device is provided, then the distribution of the braking force as installed in the unit also forms a
straight line. The slope is the ratio of the braking forces at front and at rear axles as determined
by the dimensions of brakes. The wheels always lock on the front as long as the installed braking
29
distribution remains below the ideal distribution. The point at which the front wheels lock is
found at the intersection of installed distribution and the lines representing the respective
coefficient of adhesion. When the rear tires lock up, the vehicle will lose directional stability.
The lock up of front tires will cause a loss of directional control.
30
6 Conclusions
Recent advances toward steer-by-wire technology have significant contribution in vehicle
handling performance and safety. The complete separation of the steering wheel from the road
wheels provides exciting opportunities for vehicle dynamics control. There are some of the
issues associated with control of a steer-by-wire system. Importance in understanding how the
tire self-aligning moment acts as a disturbance on the steering system. Tire Brake force is very
such important during vehicle cornering. If proper distribution of brake force during lane change
or cornering is not done then it may lead to fatal injury. Combining four wheel independent
steering system with brake force distribution can be a interesting research area with development
of control algorithm for un even terrain, failure analysis of electronic system, drivers response to
sudden obstruction, tire wear rate analysis, inflation pressure effect, camber caster toe angle
alignment with detailed vehicle model.
31
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