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To cite this article: Hans B. Pacejka & Egbert Bakker (1992) THE MAGIC FORMULA TYRE MODEL, Vehicle System Dynamics:
International Journal of Vehicle Mechanics and Mobility, 21:S1, 1-18, DOI: 10.1080/00423119208969994
To link to this article: http://dx.doi.org/10.1080/00423119208969994
y(x)
(1)
where
- -
The Magic Formula y(x) typically produces a curve which passes through
the origin x
y
0 , reaches a maximum and subsequently tends to a
horizontal asymptote. For constant coefficients B,C,D and E the curve
exhibits an anti-symmetric shape with respect to the origin. To allow
the curve to show an offset with respect to the origin, the shifted
coordinate system Y(X) is introduced.
The formula is capable of producing characteristics which closely
match measured curves for the side force Fy, the aligning torque H, and
the longitudinal force F, as functions of their respective slip
quantities: the slip angle a and the longitudinal slip n . The output
variable Y stands for either Fy, Hz or F, and the input X may represent
n or c.
Figure 1 illustrates the meaning of some of the coefficients with
the help of a typical side force characteristic. The offsets S, and S,
appear to occur when ply steer and conicity effects cause the F, and H,
curves not to pass through the origin. Similarly, the rolling
resistance gives rise to the offset of the F, characteristic. Also, the
camber angle 7 may give rise to a considerable offset in the Fy vs a
diagram which is accompanied by an. appreciable deviation from the
Fig. 1.
some
- -
Bx,
Bx,
X
tan ( )
2C
- a~ctan(Bx,)
From these expressions the initial values for C and E may be obtained
for the least square regression procedure to acquire an optimal match
to measured data. More often, C is given a fixed value, typical for
the kind of curve.
Figure 2 is presented to illustrate the quantitative role of the
shape factor C and the curvature factor E. Since the influences of the
0) are obvious,
peak factor D and the product BCD (the slope at x
I
0
8
B Cx
Fig. 2.
I
0
BCx
. (1 - a,lyI)
BCx
Fig. 3.
BCD,
[Nlrad]
Fig. 4.
load
(e)
Fig. 5 .
tan a =
VJV,
($a)
- V,,/V,
(8b)
with V,, and VSy the components of the slip speed which may be defined
as the velocity of point S. This point is thought to be attached to
the rotating wheel body and, at the moment of observation, located
below the wheel centre at a distance equal to the (free rolling)
effective rolling radius r,.
With n denoting the angular speed of rolling we define the linear
speed of rolling
0,.
= vw/v, =
tan a
1 + K
with 6a0 the offset at pure side slip (possibly including camber) and
6nm the Fx-induced shift. The value of 6a0 may be computed in an
approximated way:
6 a m = aR.cm.Fx
dm.Fx
(15)
The Appendix shows the complete formula including the effects of F,, 7
and F,. The values of the not yet known forces F, and F, may be
approximated here by taking their values after one iteration step or
through a simple approximate calculation (11 or by using their values
from the preceding time step.
To account for the presence of the total composite slip, we may now
replace the new absissas
(12a,b) of the shifted two-sided
characteristics for FXO and F,o (found at pure slip, indicated by the
subscript o) by the total composite slip. We should, however, retain
the sign of the slip components. The abscissas would then read
o,,,sgn(o,
),,
and o,,sgn(o,
),,
respectively.
It should be realized that by doing so, the two curves may reach
their peak values at quite different values of .,,u
This means that
according to these new diagrams the state of complete sliding (which
starts near the peak) would be reached at different values of
composite slip. The tyre, however, will slip at one overall condition
of sliding. This leads to the definition of the normalized composite
slip 'u with components
where the subscript m indicates the value of slip vhere the peak
occurs. By using the normalized slip quantities, the rescaled
characteristics F, and F, reach their peak values at normalized slip
components with magnitude equal to unity. The thus established
normalized characteristics will be used, but with the normalized
composite slip og, augumented with the signs of the slip components, as
their abscissa.
The arguments which we will finally use for the normalized
functions for ,F
and ,F are u*sgn(ux*) and u9sgn(u,')
respectively. In
Fig. 6.
with
'
.
c
-- 1
o'
for o ' s 1
for '
o > 1
q (8
+- ( 1 )
with
In Fig. 8 the variation of X has been depicted for two values of the
shape-factor q,. This new formulation allows the direction angle X
(from which the direction of the force vector is derived) to surpass
zut before gradually turning back to the direction angle 8 of g,,,,.
This possible course of X may be made plausible as follows.
It is known that the torsion compliance of the lower part of the
belt about the vertical axis reduces the cornering stiffness as a
result of the action of the aligning torque M,. In the range of larger
slip this torque diminishes at increasing slip angle. It may even
vanish and change its sign when the range of total sliding is entered.
This phenomenon will be aggravated at combined slip. This entails that
the cornering stiffness which is still felt at higher values of
composite slip will be larger (because U, is smaller) than at pure side
slip. As a consequence, a smaller effective lom toti may result.
Possibly even smaller than lo, I,,
which would lead to an effective
I q l > l @ l . That would indeed cause an approach of the direction of gut
from the other side as illustrated in Fig. 8 at the larger value of
the shape factor q,.
Through the adapted formula for X and the introduction of the F,induced a-shift (IS), the correction quantities p and 9 , used in the
previous version [ 2 ] , are no longer needed.
The aligning torque W, is a complex result of the actionsof F,, Fx
and a residual torque M,,.
Fig. 7.
60.
Fig. 8.
Fig. 9.
By subtracting U,, from U,, a curve is produced which together with Fyo
passes through the origin. The pneumatic trail is now defined as the
ratio of the remaining moment and the side force. As may be
o
substantiated by analytical studies [ 6 , 7 ] , C is assumed to vary with '
in the same way as it does with or' (pure side slip):
The reader is referred to the Appendix for more detailed formulae and
the proper sequence of computation.
,,,
where
2. E. Bakker. H.B. Pacejka and L. Lidner. "A new tire model with an
application in vehicle dynamics studies". 4th Autotechnologies
Conference, Monte Carlo. 1989. SAE 890087, pp. 83-95.
issue.
5. D. Schuring, private communication.
-lX
Formulae of the? Magic Formula Tyre
B
C
D
E
--
s t i f f n e s s factor
= shape factor
p e ~ & factor
curvature factor
= h o x i z o n d shift
= v e r t i c a l shife
a,
Sbx = b g F z
Qx
-x
= "11Fz
+
+
"10
"l2
e
10'1
e - I
for &<I
for d w l