Vehicle Vibration and Ride 2

R.G. Longoria Spring 2012

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Overview

Pitch and bounce model A car model and its simulation Comparison between car model, CarSim, and ADAMS implementation

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Pitch and bounce ride models

Why and how can we study pitch and bounce dynamics separately? A full model will have 4 DOF. Recall that for 1/4-car models the natural frequencies of the sprung and unsprung mass are widely separated. This assumption allows us to conceptualize the model shown here to understand the relationship between pitch and bounce of the vehicle body.
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

z2

L2

L1

z1
ks

mv , J cm
ks

mt kt , bt

mt
kt , bt

Wong (2001)

Department of Mechanical Engineering The University of Texas at Austin

Pitch and bounce model

Wong (1993)

Write an equation for each mode using Newtons second law.

Bounce: ms z + k f ( z l1 ) + kr ( z + l2 ) = 0 k l ( z l ) + k l ( z + l ) = 0 Pitch: I
y f 1 1 r 2 2

D1 = D2 =

1 (k f + kr ) ms 1 ( k f l2 + kr l1 ) ms
I y = ms ry2

Coupled Pitch and Bounce

z + D1 z + D2 = 0 + D2 z + D3 = 0 2 ry

1 2 2 D3 = ( k l + k l ) f 1 r 2 2 ms ry

NOTE: the damping is ignored here

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Pitch and bounce model - uncoupled vs. coupled

Uncoupled Pitch and Bounce
D2 = 1 (k f l2 + kr l1 ) = 0 ms
Uncoupled case gives poor ride quality. Why?

Coupled Pitch and Bounce

Let s = j , and, d s. dt
Use this to get eigenvalues and eigenvectors.

( D1 2 ) Z ( s) + D2 ( s) = 0 D2 Z ( s) + ( D3 2 ) ( s) = 0 2 ry

z + D1 z = 0 + D = 0
3

Assume x = X sin n t , and then

2 D2 ( D1 + D3 ) + ( D1 D3 2 ) = 0 (C.E.) ry 4 n 2 n 2 n1,2 2 1 1 D2 2 = ( D1 + D3 ) ( D1 D3 ) + 2 2 4 ry

Bounce: D1 = Pitch: D3 =

1 2 (k f + kr ) = nz ms 1 2 2 2 ( k l + k l ) = f 1 r 2 n ms ry2

Eigenvalues

n1 > nz > n > n 2

uncoupled case

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Pitch and bounce modes (eigenvectors)

Assume x = X sin nt , so we seek the value of X .
2 1 1 D2 2 = ( D1 + D3 ) ( D1 D3 ) + 2 2 4 ry

2 n1,2

For each eigenvalue (or natural frequency) you get a ratio of the amplitudes - these are the eigenvectors or modes. These modes can be shown to have opposite sign.

( D1 2 ) Z ( s) + D2 ( s ) = 0 D2 2 Z ( s ) + ( D ) ( s) = 0 3 ry2

n1,2

D2 = 2 n1,2 D1

Gillespie (1992)

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Pitch and bounce oscillation centers

An oscillation center is associated with each natural frequency.
Comes from amplitude ratios.

lo1,2

D2 = 2 n1,2 D1

An input at either wheel will induce oscillation about both centers, since the total response is a function of both modes.

Wong (2001)

< 0 O.C. to right of C.G.

> 0 O.C. to left of C.G.

If O.C. is outside wheelbase it is called the bounce center and is associated with a bounce frequency (commonly ranges from 1 to 1.5 Hz).
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

If O.C. is inside wheelbase it is called the pitch center and is associated with a pitch frequency (usually higher than bounce).

Department of Mechanical Engineering The University of Texas at Austin

Example 7.1 (Wong)

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Pitch and bounce: locus of oscillation centers (Gillespie, 1992)

Case 1

Case 2

Case 2 shows center locations when the front has a lower frequency, putting the bounce behind the rear axle and pitch center in front of the front axle. This is recognized by Olley as achieving good ride.

The front and rear natural frequencies are defined by

ff

1 2

kf g Wf

and f r

1 2

kr g Wr

Olleys guidelines can be found in Gillespie (p. 176).

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Pitch and bounce models wheelbase filtering

Understanding pitch and bounce dynamics provides insight into how the vehicle responds to road profile. Bounce motion can be excited when the road has wavelength equal to wheelbase (WB) and for much longer multiples and shorter with integer multiples. Pitch motion can be excited by wavelengths that are twice the WB, and by shorter wavelengths that are odd integer multiples of this value. So pitch and bounce are each filtered from certain excitations.
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Gillespie (1992)

= V

Department of Mechanical Engineering The University of Texas at Austin

Example: Wong, Problem 7.2

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Example: Wong, Problem 7.2 (cont.)

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Wong, Problem 7.3

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

 car (2D ride) simulation models

Direct model (by hand)

z2

L2
ks mt

L1 mv , J cm
V
ks

z1

Passive or Active mt Force Elements

kt , bt

kt , bt

CarSimEd 2D Ride

ADAMS 2D Ride

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

 car simulation model

z2 L2 L1 mv , J cm
z1
This car model combines the car model with the pitch and bounce model (see Wong, Sec. 7.2.3). Three bodies, 4 DOF: each tire has vertical motion, vehicle body has vertical (heave) and rotational motion (pitch). The passive (since well add active suspension later) dynamic model will require 8 ordinary differential equations.

ks mt kt , bt

V
Passive or Active Force Elements

ks mt kt , bt

For the diagram given, assume we are provided input in the form of a terrain profile, zg(x). The vehicle has a forward velocity, V. Develop the differential equations that model this system. Model the force generating element with a force that is a function of the relative velocity of its ends. This force generating element at the front and rear axle will be used to study both passive and active suspension performance for this vehicle model. At this stage, we are considering V constant so there is no need to consider the longitudinal dynamics. We may revisit this later to see what it would take to add these dynamics as well as any traction effects.

Refer to Examples in CarSim and ADAMS

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control Department of Mechanical Engineering The University of Texas at Austin

 car with passive suspension

z2 L2 ks mt kt , bt
Complete the following : 1. Complete the equations of motion (help on next two pages) 2. Show for proper the initial conditions 3. Complete a simulation for the vehicle going over the bump (see Parameter Data plot), and plot the quantities listed above (in a, b, c, and d). Compare with results given on subsequent slides from CarSim and from Matlab at V = 40 km/hr (partial Matlab files will be provided). 4. Design an ADAMS model of this transient vehicle vibration, and compare simulation results with those from step #3.

L1 mv , J cm V ks mt

z1

In a preliminary evaluation (passive suspension) use a simulation model to solve for the following quantities: a. Body motion: vertical acceleration and pitch of the center of mass (C.M.) b. Forces in the suspension springs c. Forces at the tire-surface contact d. Deflection of the suspension

Passive or Active Force Elements

kt , bt

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Example: Tractor ride model

A slightly different pitch and bounce model is required in tractor dynamics. Here the model focuses on the stiffness and damping of the tires, the only suspension typically found on most tractors.

Liljedahl, et al (1996)
ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

 car model bond graph

cm = Fr + Ff mv g p = L F + L F h cm 2 r 1 f sr = Vtr Vr x sf = Vtf V f x tr = Ftr Fr mtr g p tf = Ftf Ff mtf g p tr = z r Vtr x tf = z f Vtf x
If you allow for large angle, then you need to include,

= cm = hcm J

And the velocity and torque relations are affected, since it is assumed here that pitch angle is less than about 10 degrees.

cm

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

 car velocities and forces

Vcm = pcm mv Vcm
Vf

cm = hcm J cm
Vr = Vcm L2 cm V f = Vcm + L1 cm Vtr = ptr mtr Vtf = ptf mtf Fr = Fsr + Fsbr = ksr xsr + bsr (Vtr Vr ) Ff = Fsf + Fsbf = ksf xsf + bsf (Vtf V f ) r Vtr ) Ftr = Ftsr + Ftbr = ktr xtr + btr ( z f Vtf ) Ftf = Ftsf + Ftbf = ktf xtf + btf ( z f = specified ground input at front = z Fr
Vr

cm

L1

Ff

L2

Small angle approximation implied.

dz V dx r = specified ground input at rear =z f ( x L) (lags behind front wheel) z

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

 car example parameter data

L = 2.7 m h = 0.55 m mv = 1700 kg Ixx = 400 kg-m2 Iyy = 2704 kg-m2 Izz = 3136 kg-m2 Front suspension: ks = 30 N/mm bs = 0.75 N-s/mm Rear tires: mt = 100 kg kt = 200 N/mm Rear suspension: ks = 20 N/mm bs = 0.75 N-s/mm Rear tires: mt = 80 kg kt = 200 N/mm Tire rolling radius: rw = 285 mm Tire spin inertia: rw = 1.1 kg-m2

Preliminary Evaluation Passive suspension response Base vehicle velocity: V = 40 km/h Bump: xg = [0,5,6,10,11,15] m zg = [0,0,0.1,0.1,0,0] m

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

 car model initial conditions critical!

cm = Fr + Ff mv g = 0 Fr + Ff = mv g p = L F + L F = 0 L F + L F = 0 h cm 2 r 1 f 2 r 1 f sr = Vtr Vr = 0 x sf = Vtf V f = 0 x tr = Ftr Fr mtr g = 0 Ftr Fr = mtr g p tf = Ftf Ff mtf g = 0 Ftf Ff = mtf g p tr = z r Vtr = 0 x tf = z f Vtf = 0 x
ksr L k 2 sr ksr 0 ksf L1ksf 0 ksf 0 0 ktr 0 0 sr mv g 0 0 sf = 0 tr mtr g ktf m g tf tf

Fr = Fsr + Fsbr = ksr sr + bsr (Vtr Vr )

=0

Ff = Fsf + Fsbf = ksf sf + bsf (Vtf V f )

=0

r Vtr ) Ftr = Ftsr + Ftbr = ktr tr + btr ( z

=0

f Vtf ) Ftf = Ftsf + Ftbf = ktf tf + btf ( z

=0

ksr sr + ksf sf = mv g L2 ksr sr + L1ksf sf = 0 ktr tr ksr sr = mtr g ktf tf ksf sf = mtf g

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

 car example results for IC calculation

ksr L k 2 sr ksr 0

ksf L1ksf 0 ksf

0 0 ktr 0

0 sr mv g 0 0 sf = 0 tr mtr g ktf m g tf tf

% initial conditions for springs Kmatrix = [ksr ksf 0 0;-L2*ksr L1*ksf 0 0;-ksr 0 ktr 0;0 -ksf 0 ktf]; Bloads = [mv*g;0;mtr*g;mtf*g]; delta_values=inv(Kmatrix)*Bloads; delta_sr = delta_values(1); delta_sf = delta_values(2); delta_tr = delta_values(3); delta_tf = delta_values(4); delta_values = 0.1717 0.1635 0.0211 0.0294

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

 car results from direct model

Tire Forces, N 10000 10 Pitch, deg

5 5000
Note that the tire forces for left and right side are assumed equal, and the forces shown are of total on each axle.

-5

Spring Forces, N 10000 1 0.5 5000 0 -0.5 0 -1

Acceleration of cm, g

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Results from CarSim

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Results from ADAMS Model

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

Summary

Pitch and bounce models build on our understanding of ride dynamics, and are especially important for considering the influence of surface characteristics. Building a 2D ride model can be useful, especially for building up later to study controlled suspension systems. 3 different models for the 2D ride are compared

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin

References
1. 2. 3. 4. 5. W.T. Thomson, Theory of Vibration with Applications, Prentice-Hall, 1993. Gillespie, T.D., Fundamentals of Vehicle Dynamics, SAE, Warrendale, PA, 1992. Liljedahl, et al, Tractors and their power units, ASAE, St. Joseph, MI, 1996. Wong, J.Y., Theory of Ground Vehicles, John Wiley and Sons, Inc., New York, 2001. Karnopp, D. and G. Heess, Electronically Controllable Vehicle Suspensions, Vehicle System Dynamics, Vol. 20, No. 3-4, pp. 207-217, 1991.

ME 360/390 Prof. R.G. Longoria Vehicle System Dynamics and Control

Department of Mechanical Engineering The University of Texas at Austin