Road Vehicle Dynamics 4AUB20

2019 - Exercise 2

Notes:
 With the exercise a Word document (“TUe_4AUB20_Exercise2_AnswerForm.docx “) is
provided that must to be used to answer the questions. Please do not change the formatting
and box sizes!

 Working in pairs is allowed and recommended, put both names and study number on the
front page of the report.

 Answers in Dutch are also allowed.

 A report has to be created with your answers to exercises 1 to 4, this report will be graded.
The deadline for handing in the report on paper is Monday June 3rd 12:00h. You can hand in
the paper report in a designated box in the room of secretary Geertje Jansen-Dols, GEM-Z
0.143.

 To avoid stupid mistakes: do a final check of the report before handing it in!

Table of Contents
Question 3: Point mass vehicle model acceleration and braking ........................................................... 2
Question 4: Tractor semi-trailer braking ................................................................................................. 5
ROAD VEHICLE DYNAMICS 4AUB20 20190508

Question 3: Point mass vehicle model acceleration and braking

In this exercise a model of the point mass vehicle model will be developed in MATLAB/Simulink. The
equations of this model are given on page 130 of the lecture notes. The Simulink model to be created
is shown in Figure 1.

Figure 1 Simulink block diagram

The model parameters are given the file “PMcar_parameters.m”. The MATLAB function “MFx.m” is
provided and calculates the longitudinal tyre slip κ and longitudinal force 𝐹𝑥 using the Magic Formula
based on the vehicle forward velocity 𝑉 and rolling velocity of the wheel 𝑉𝑟 = ω𝑟𝑡 .

a) Create the Simulink model as shown in Figure 1.

Some points of attention:
 make sure that the correct signs are used in the “Sum” blocks!
 the contents of the file “MFx.m” should be copied into the MATLAB Function block.
 a block can be rotated by using the command “CTRL-R” when a specific block is selected.
 the solver tolerances have to be reduced to obtain accurate results, use menu
“Simulation” and “Model Configuration Parameters” (or “CTRL-E”) to change the
absolute and relative tolerances to 1e-6, see also Figure 2.

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Figure 2 Changing solver tolerances

Include a copy of the Simulink diagram in your report. You can test your model using a small drive
torque (e.g. 𝑀𝑑 equal to 10 Nm) then the vehicle should accelerate and the forward velocity will
increase.

b) Make a plot of the tyre characteristics using the provided function “MFx.m”. Use a forward
velocity 𝑉 of 10 m/s and rolling velocity 𝑉𝑟 between 0 and 2𝑉, step 0.1 m/s. For the vertical
tyre force use 𝐹𝑧 = 𝑚𝑔. Make a plot of the longitudinal force 𝐹𝑥 as a function of the
longitudinal slip 𝜅. Determine the tyre friction coefficient 𝜇 and slip ratios where the peak
longitudinal forces occur.

c) Apply a drive torque 𝑀𝑑 of 4000 Nm and perform a simulation for 10 seconds. Make a plot of
the longitudinal velocity 𝑉 and longitudinal acceleration 𝑎𝑥 . Is the peak in the tyre force
characteristic exceeded? What is the amount of longitudinal slip? Calculate the required
motor power at 𝑡 = 10 seconds.

A more realistic powertrain model is required that considers the maximum torque and power of
the motor. The maximum motor torque equals 2000 Nm and the maximum power is 50 kW.
Extend the Simulink model to include these powertrain characteristics.

d) Simulate the vehicle acceleration with maximum powertrain utilisation, until the vehicle top
speed is reached. Make a plot of velocity as a function of time. Make a plot of the
longitudinal acceleration as a function of forward velocity. The acceleration limited by tyre
grip?

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Return to the model developed under question a), the initial velocity of this model is zero.
Modify the initial condition of the integrators in the model such that the initial velocity of the
vehicle equals 𝑉0 and the angular velocity equals 𝑉0 /𝑟𝑡 . Thus at the start of the simulation the
longitudinal slip 𝜅 will be zero. Furthermore add an additional integrator to determine the
travelled distance by integrating the forward velocity 𝑉.

e) Simulate a coast down test with an initial velocity 𝑉0 of 100 km/h. If necessary increase the
simulation stop time until the vehicle comes to a complete stop. Make a plot of velocity as a
function of travelled distance. What is the travelled distance when the vehicle comes to a
halt?

f) Simulate braking with a constant brake torque 𝑀𝑏 = 4000 Nm, the initial velocity 𝑉0 is
100 km/h. Make a plot of the velocity 𝑉 and longitudinal slip 𝜅 as a function of time. Wat is
the stopping distance? What is the stopping distance when the initial velocity equals
50 km/h?

g) In question f) the brake torque of 4000 Nm is an arbitrary value. Vary the brake torque
between 3000 and 5000 Nm in steps of 100 Nm and evaluate the stopping distance. The
initial velocity 𝑉0 is 100 km/h. Make a plot of the stopping distance as a function of the
applied brake torque. What is the optimum brake torque that results in the shortest stopping
distance?

Hint: you may program a “for” loop and use the “sim” command to execute a simulation
form the command line.

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Question 4: Tractor semi-trailer braking

In this exercise the brake force distribution of a tractor semi-trailer combination will be investigated.
A picture of this vehicle combination is shown below. The tractor and semi-trailer are coupled by a
hinge. This hinge can transfer forces, a longitudinal force 𝐹𝑥𝑐 and vertical force 𝐹𝑧𝑐 , but not a
moment. A free body diagram of both the tractor and semi-trailer is shown below, including the
forces in the hinge connecting tractor and semi-trailer.

The brake force distribution will be proportional to the vertical force distribution using a gain 𝑘, so:

𝐹𝑥1 𝐹𝑥2 𝐹𝑥3 𝐹𝑥4 𝐹𝑥5

𝑘= = = = =
𝐹𝑧1 𝐹𝑧2 𝐹𝑧3 𝐹𝑧4 𝐹𝑧5

Note that during braking the longitudinal forces 𝐹𝑥 will be negative (so 𝑘 will be negative). The semi-
trailer has three axles, which would make it a statically indeterminate construction. Due to the
presence of an interconnected air suspension system, you may assume that the vertical tyre forces
on the semitrailer are equal, so 𝐹𝑧3 = 𝐹𝑧4 = 𝐹𝑧5 = 𝐹𝑧𝑠 . Use the symbol 𝐹𝑧𝑠 for the vertical tyre force
on the semi-trailer axles.

g
CGsemi-trailer
lc ls l4
CGtractor lw lw
ax msg hs
hc
V
mtg ht
Fx1 Fx2 Fx3 Fx4 Fx5
l1 l2
Fz1 Fz2 Fz3 Fz4 Fz5

Free body diagram

g
ax CGsemi-trailer
V Fzc ls l4
lw lw
Fxc
msg hs
hc

Fx3 Fx4 Fx5

Fz3 Fz4 Fz5
lc Fzc
CGtractor Fxc
ax
hc
V
mtg ht
Fx1 Fx2
l1 l2
Fz1 Fz2

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Questions:
a) First analyse the semi-trailer. Give the equation of motion in the longitudinal direction
(𝑚𝑠 𝑎𝑥 = ∑ 𝐹𝑥 ), the vertical equilibrium and pitch equilibrium about the centre of gravity of
the semi-trailer. So provide three equations.

For the complete vehicle combination the following expressions are obtained, when neglecting
aerodynamic drag and rolling resistance. Longitudinal equation of motion:
(𝑚𝑡 + 𝑚𝑠 )𝑎𝑥 = 𝐹𝑥1 + 𝐹𝑥2 + 𝐹𝑥3 + 𝐹𝑥4 + 𝐹𝑥5
Vertical equilibrium:
(𝑚𝑡 + 𝑚𝑠 )𝑔 = 𝐹𝑧1 + 𝐹𝑧2 + 𝐹𝑧3 + 𝐹𝑧4 + 𝐹𝑧5
Using the expression for the brake force distribution:
(𝑚𝑡 + 𝑚𝑠 )𝑎𝑥 = 𝑘(𝐹𝑧1 + 𝐹𝑧2 + 𝐹𝑧3 + 𝐹𝑧4 + 𝐹𝑧5
So we may conclude:
𝑎𝑥 = 𝑘𝑔

b) Using the expressions obtained with question a) and 𝑎𝑥 = 𝑘𝑔, derive expressions for the
vertical tyre forces of the trailer axles 𝐹𝑧𝑠 and vertical force at the coupling point 𝐹𝑧𝑐 . The
resulting expressions will have the following form:
…
𝐹𝑧𝑠 = 𝑚𝑠 𝑔
…
…
𝐹𝑧𝑐 = 𝑚𝑠 𝑔
…

c) Give the equation of motion in the longitudinal direction (𝑚𝑡 𝑎𝑥 = ∑ 𝐹𝑥 ), the vertical
equilibrium and pitch equilibrium about the centre of gravity of the tractor. So provide three
equations.

d) Using the expressions obtained with question b) and c), derive expressions for the vertical
tyre forces of the tractor front and rear axles, 𝐹𝑧1 and 𝐹𝑧2 respectively. The resulting
expressions will have the following form:
… …
𝐹𝑧1 = 𝑚𝑡 𝑔 + 𝑚𝑠 𝑔
…
… …
…
𝐹𝑧2 = 𝑚𝑡 𝑔 + 𝑚𝑠 𝑔
… …

The following data is applicable as listed in the table below.

unloaded loaded unit

𝒎𝒕 mass of tractor 7000 kg
𝒎𝒔 mass of semi-trailer 6000 33000 kg
𝒈 gravitational constant 10 m/s2
𝒍𝟏 distance front axle to CG tractor 1.2 m
𝒍𝟐 distance rear axle to CG tractor 2.4 m
𝒍𝒄 distance coupling to CG tractor 1.6 m
𝒍𝒔 distance coupling to CG semi-trailer 4.8 m
𝒍𝟒 Distance CG trailer centre trailer axle 2.7 m
𝒍𝒘 Distance between semi-trailer axles 1.4 m
𝒉𝒕 CG height tractor 0.9 m
𝒉𝒄 coupling height 1.2 m
𝒉𝒔 CG height semi-trailer 0.8 1.8 m

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e) Create graphs showing 𝐹𝑧1 , 𝐹𝑧2 and 𝐹𝑧𝑠 as function of the deceleration. Use a deceleration
range of 0 to 6 m/s2 (so 𝑘 = 0 to -0.6 and 𝑎𝑥 is negative). Make three graphs: for a solo
tractor, unloaded tractor semi-trailer combination and a loaded tractor semi-trailer
combination.

NB: a simple check to analyse the correctness of your equations is that the sum of the
vertical forces does not change during braking, 𝐹𝑧1 + 𝐹𝑧2 +3𝐹𝑧𝑠 = (𝑚𝑡 + 𝑚𝑠 )𝑔.

f) Create graphs showing 𝐹𝑥1 , 𝐹𝑥2 and 𝐹𝑥𝑠 as function of the deceleration. Use a deceleration
range of 0 to 6 m/s2 (so 𝑘 = 0 to -0.6 and 𝑎𝑥 is negative). Again make three graphs: for a solo
tractor, unloaded tractor semi-trailer combination and a loaded tractor semi-trailer
combination.

g) Complete the following table and provide the required brake force to achieve 𝑎𝑥 = −6 m/s2

𝐹𝑥1 𝐹𝑥2 𝐹𝑥𝑠

solo tractor - kN
unloaded semi-trailer kN
loaded semi-trailer kN

h) What will happen when the brake force distribution is not proportional to the vertical force
distribution? Explain why a load dependent brake force distribution system on a truck is
necessary using the calculation results of g)

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