PresPuchetaVehicleIMSD2016v1 PDF

EFFICIENT SIMULATION OF A SPORTS CAR IN
STEADY-STATE CORNERING
Martín A. Pucheta1 José M. Risso2 , Javier Ciabattari3 and

Alberto Cardona2
1
Centro de Investigación en Informática para la Ingeniería (CIII) and CONICET
Universidad Tecnológica Nacional - Facultad Regional Córdoba,
5000 Córdoba, mpucheta@frc.utn.edu.ar
2
Centro de Investigación de Métodos Computacionales (CIMEC),
Universidad Nacional del Litoral-CONICET,
3000 Santa Fe, {jrisso,acardona}@unl.edu.ar
3
C.S. Sports, Falda del Carmen,
5000 Córdoba,jciabattari@gmail.com
Argentina
IMSD 2016, May 29-Jun 2, Montréal, Canada
Pucheta, Risso, Ciabattari, & Cardona (AR) Sports car in steady-state cornering IMSD 2016, Montréal, Canada 1 / 22
Introduction: Behavior in curve
Scope: Sports car, without active control, in steady-state cornering

Setting: Argentine competition Super TC 2000, 12 different tracks
Challenge: Fine tuning in short times between races/classification events

General CAE: Full non-linear flexible multi-body model ⇒ long times

General CAE: Full non-linear flexible multi-body model ⇒ long times

Particular purpose modules (accuracy loss, complex data transfer):
Lap-time simulators (MRA LTS, LapSim, Aerolap)
Tire characteristic interpolators (TNO, Optimum Tire)
Suspension kinematic simulator (Aerosup, Optimum Kinematic)
Introduction: Objectives
To develop a software to compute the full steady-state cornering

For a given track and car setup: optimal trajectory and velocities are
available from a lap-time simulator (Aerolap)
Including sources of nonlinearities:

Suspension: Nonlinear geometry (Aerosusp/Samcef Mecano), nonlinear
suspension spring, nonlinear anti-roll bar spring and kinematic.


Nonlinear tire (lateral slip, longitudinal slip & inclination angles).


Nonlinear limited-slip differential system.


Power train.


Power train.
Build performance diagrams: max. lateral accel. vs yaw moment diagram


Power train.
Build performance diagrams: max. lateral accel. vs yaw moment diagram

Validation via acquired data
Behavior in steady-state cornering. Motion hypotheses
Translation: v = [vx vy vz ]T = [vx vy 0]T → (v, β) ; steady heave vz = 0
Rotation: ω = [ωx ωy ωz ]T = [p q r]T = [0 0 r]T ∴ (ω, v) ∈ SE(2).
(a) (b)
+δ1(Rt) v +δ2(Rt) tF
-β +xW
Fy2
Fy1
1 2 +yW Fx2 F2
+x Fx1 F1
lF
ay -may Fy
+y +N
+r FDrag
R lR
F3 F4
3 4
tR tR
Steady-state cornering. Motion equations (x, y, Rz )
v2 v
ay = = v = rv
R R
tF
+xW
Fy2
Fy1
+yW Fx2 F2
Fx1 F1
lF
-may Fy
+N
FDrag
lR
F3 F4
tR
v2 v
ay = = v = rv
R R
tF
4
X
m ax = [Fxi (v, β, Rt , r)] + FAeroDrag (v 2 ) +xW
i=1 Fy2
4 Fy1
+yW F2
X
m ay = Fyi (v, β, Rt , r)
Fx1 Fx2
F1
i=1
lF
4
X Long -may Fy
Iz ṙ = [Mzi (Fxi (v, β, Rt , r))+
i=1 +N
Lat
+ Mzi (Fyi (v, β, Rt , r))+
FDrag
lR
WhAlign
+ Mzi (v, β, Rt , r)]
= N (v, β, Rt , r) F3 F4
tR
v2 v
ay = = v = rv
R R
tF
4
X
m ax = [Fxi (v, β, Rt , r)] + FAeroDrag (v 2 ) +xW
i=1 Fy2
4 Fy1
+yW F2
X
m ay = Fyi (v, β, Rt , r)
Fx1 Fx2
F1
i=1
lF
4
X Long -may Fy
Iz ṙ = [Mzi (Fxi (v, β, Rt , r))+
i=1 +N
Lat
+ Mzi (Fyi (v, β, Rt , r))+
FDrag
lR
WhAlign
+ Mzi (v, β, Rt , r)]
= N (v, β, Rt , r) F3 F4
Given v, β, Rt and car setup tR

Find max ay (r) and compute N
Steady-state cornering. Motion equations (z, Rx , Ry )
+φ
Roll equilibrium
FAero,F/2 FAero,F/2
4
X Roll ay +y mS,F
Ix ṗ = 0 = [Mxi ]
i=1
-ME
+z
computed at front and rear RCF
planes. g
WE 1
WE 2
Steady-state cornering. Motion equations (z, Rx , Ry )
+φ
Roll equilibrium
FAero,F/2 FAero,F/2
4
X Roll ay +y mS,F
Ix ṗ = 0 = [Mxi ]
i=1
-ME
+z
computed at front and rear RCF
planes. g
WE 1
Heave and Pitch equilibriums WE 2
4
X
mg = [Fzi (v, β, Rt , r)] + FAeroLift (v 2 )
i=1
4
X Pitch
Iy q̇ = 0 = [Myi ]
i=1
d2
computed simultaneously using
front and rear axle displacements d1
d1 and d2 (instead of CG’s heave
h and pitch θ)
Off-line kinematic analysis and parameterized results
Symmetric car, left quarters (front and rear) analyzed varying Rt and
dHub in whole ranges, parameterized with Rt and strut lengths Li .
L2
L4
L1
Rt
L3
dHub1
Front tables called as gTableF (Li , Rt ); bi-linearly interpolated values, e.g.

(n) (n)
δ1 = gSteeringF (L1 , Rt )
(n) (n)
δ2 = gSteeringF (L2 , −Rt ).
Rear tables gTableR (Li ); linearly interpolated values.
Computation of vertical forces on tire patches
Wheel forces are computed using Pacejka (2006) in frame xW − yW − zW
(n) (n) (n)
[FxW , FyW , MxW , MyW , MzW ](n) = fWheelForces (αi , κi , γi , −FzW )
γ
z axis at the car CG parallel to zW
wheel forces are changed of
Mx V2 δ2
frame by an angle θ around z α2
(n) (n)
Fx
θ1 = δ1 + ΨToe1 xW
θ2
(n)
= δ2
(n)
+ ΨToe2 Fy yW
Fz My
(n)
θ3 = ΨToe3
(n) Mz
θ4 = ΨToe4
zW

Fx (n) FxW (n) FxW cos(θi ) − sin(θi ) FxW
= Rz (−θi ) = Cz (θi ) =
Fy i FyW i FyW i sin(θi ) cos(θi ) FyW i
Computation of vertical forces on tire patches
After first wheel transfer estimation FzW , we compute
Sideslip angles (coupled translational and rotational velocities)
v sin(β) + r(n) lF

(n) (n)
α1 = tan−1 − θ1
v cos(β) − r(n) (tF /2)
v sin(β) + r(n) lF

(n) −1 (n)
α2 = tan (n)
− θ2
v cos(β) + r (tF /2)
v sin(β) − r(n) lR

(n) (n)
α3 = tan−1 − θ3
v cos(β) − r(n) (tR /2)
v sin(β) − r(n) lR

(n) (n)
α4 = tan−1 − θ4
v cos(β) + r(n) (tF /2)
Inclination angles (static plus gain by configuration change)
(n) (n)
γ1 = ΨCamber1 − gCamberGainF (L1 , Rt )
(n) (n)
γ2 = ΨCamber2 + gCamberGainF (L2 , −Rt )
(n) (n)
γ3 = ΨCamber3 − gCamberGainR (L3 )
(n) (n)
γ4 = ΨCamber4 + gCamberGainR (L4 )
Regula Falsi for root finding in nonlinear equations
The method retains two points which certainly bracket a root and get closer to the root
iteratively.
Step 0: Assuming continuous function f (x), with opposite signs of f (a0 ) and
f (b0 ) at end intervals for the variable, [a0 , b0 ], by the Intermediate Value Theorem
f has a root inside [a0 , b0 ] f(b0)
Step k: Repeat until root is reached: f(c0)
r.0
Secant line from (ak , f (ak )) to
ite
(bk , f (bk )):
a0
(bk − ak ) x
ck = bk − f (bk ) c0 b0
f (bk ) − f (ak )
Shrink: if f (ck ) and f (ak ) has

the same sign, then set
[ak+1 , bk+1 ] = [ck , bk ], otherwise f(x)
[ak+1 , bk+1 ] = [ak , ck ] f(a0)
iteratively.
f has a root inside [a0 , b0 ] equal signs f(b0)
0
r.
ite
(bk , f (bk )):
a1=a0
(bk − ak ) x
ck = bk − f (bk ) b1=c0 b0
f (bk ) − f (ak )

the same sign, then set
[ak+1 , bk+1 ] = [ck , bk ], otherwise f(x)
[ak+1 , bk+1 ] = [ak , ck ] f(a0)
Obs. It always converges but linearly (slow). It does not require derivatives, suited for
searching in look-up tables, forces and moments originated at tires Fy (α), Fx (κ),...
iteratively.
0
.1
r.
ite
iter
(bk , f (bk )):
a2=a1
(bk − ak ) x
ck = bk − f (bk ) b2=b1 b0
f (bk ) − f (ak )

the same sign, then set f(c1)
f(x) equal signs
[ak+1 , bk+1 ] = [ck , bk ], otherwise
[ak+1 , bk+1 ] = [ak , ck ] f(a0)
iteratively.

2
(bk , f (bk )):
iter.
a3=a2
(bk − ak ) x
ck = bk − f (bk ) b3=b2 b0
f (bk ) − f (ak )
f(c2)
the same sign, then set f(c1)
[ak+1 , bk+1 ] = [ck , bk ], otherwise
f(x) equal signs
[ak+1 , bk+1 ] = [ak , ck ] f(a0)
Computation of vertical forces on tire patches.
Slip ratio κ
Difference of the angular vel. of the driving/braking wheel, Ω, and the angular
vel. of the free rolling wheel, Ω0 , divided by Ω0 = v/RW .
(k)
Ω − Ω0 Ω ΩRW (k) Ωi RW − vWi
κ= = −1= − 1; ∴ κi =
Ω0 Ω0 v vWi
where, the linear velocity at wheel centers are computed as
q
vWi = (r(ρx − dx (i)))2 + (r(ρy − dy (i)))2 ;
the coordinates (ρx , ρy ) of the center of turn are

(n) (n)
v sin(β) v cos(β)
ρx =
, ρy = ,
r r
the coordinates of the wheel centers in the x-y plane are stored as vectors
dx = [lF , lF , −lR , −lR ]; dy = [−tF /2, tF /2, −tR /2, tR /2].
(n) (n) (k)
vWi , αi , and γi are fixed parameters to compute slip ratio iterating Ωi .
κ and driving motion equations (τW i , Ωi , FxW i , MyW i )
Front-wheel drive [τDiff , τm ] = fPowerTrain (uTB , v, RW , DataPowertrain)

Driver’s braking/throttling actions in a unique variable uTB ∈ [−1, 1]
     

 τU1 0.5(−uTB )fB τmaxB −0.5τDiff (0)

τ   0.5(−u )f τ  −0.5τ (0)
 U2  TB B maxB Diff
 :=  + if uTB < 0

    
 
τU3 


  0.5(−u TB )(1 − fB )τ maxB   0 

 τ
U4 0.5(−u TB )(1 − f )τ
B maxB 0
τU (uTB ) =    


 τ U1 −0.5τ Diff (uTB )
τU2  := −0.5τDiff (uTB )


   


    if uTB ≥ 0


τU3   0 

τU4 0

τmaxB maximum breaking torque

fB percentage of braking power applied to front axle
τDiff (0) torque using 0% throttle in the powertrain module (uTB = 0).
Slip ratio Regula Falsi algorithm. 1st Stage: differential is assumed locked
Ω 1 = Ω 2 ⇒ τ1 = τ2 .
Ωi are iterated computing κi and wheel forces i = 1, 2
(n) (k) (n) (n)

[FxWi , FyW i , MxWi , MyW i , MzWi ](k) = fWheelForces (αi , κi , γi , −FzW
i
)
until the sum of torques developed in both wheels of the axle

(k) (k) (k)
τ1 = FxW 1 RW + MyW 1
(k) (k) (k)
τ2 = FxW 2 RW + MyW 2
balances the sum of torques applied by brakes or the drive-shaft
τU 1 + τU 2 = τ 1 + τ 2 → rLocked (Ω1 , Ω1 ) = τU 1 + τU 2 − (τ1 + τ2 ) = 0
Slip ratio Regula Falsi algorithm. 2nd Stage: LSD mechanism is working
Ω1 6= Ω2 ⇒ τ1 6= τ2 .
A function of the sum of wheel torques τΣ = τ1 + τ2 configures an upper
bound or their difference ∆τ = τ1 − τ2
σ2
|∆τ | ≤ PD + CD τΣ = τLim (τΣ )
~C D
mp
Ra
D
P
d~
CD ramp angle, construction of planet gear supports
oa
el
PD pre-load torque, set of spring-loaded friction disks σ1
Pr
on sun gears
(CD ,PD ) passively control the differential behavior and
strongly affect the handling performance
If |∆τ | > τLim (τΣ ) 2nd Regula Falsi finds the zeros in
τ1 = (τΣ − sign(∆τ )τLim (τΣ ))/2

τ2 = (τΣ + sign(∆τ )τLim (τΣ ))/2
Computation of weight transfer FzW i , Li
Outer loop. Regula Falsi finds the stationary roll configuration by computing
the equilibrium between the roll moment of the suspended mass and the
moments of the elastic members (produced by forces of suspension springs
and ARB) using roll axis.
+φ
Roll angle ϕ(m) as variable
(n) (n) FAero,F/2 FAero,F/2
[FzWi , Li ] = fWeightTransfer (ϕ(n) , Rt )
ay +y mS,F
Elastic roll moment -ME
+z
( P2
ME (ϕ(m) )1 = i=1 −WEi dy (i)
4
RCF
ME (ϕ(m) )2 = i=3 −WEi dy (i)
P
g
WE 1
2
WE
which iterates m times over ϕ(m)
to find the root of
2
X 2
X
rRM (ϕ(m) ) = ME (ϕ(m) )i − MS (ϕ(m) , a(n)
y )i = 0
i=1 i=1
Inner loop. Regula Falsi finds the stationary vertical configuration by
computing the equilibrium between the vertical forces transfer to wheels and
the suspended mass and vertical external forces (aerodynamic)
(k) (k)
Vertical heave displacements, front d1 and rear d2 axles as variables
(
(k) P2 (k) P2 (k)
rVert1 (ϕ(m) , d1 ) = i=1 WEi (ϕ(m) , d1 ) − i=1 WSAeroi (d1 ) = 0
(k) 4 (k) 4 (k)
rVert2 (ϕ(m) , d2 ) = i=3 WEi (ϕ(m) , d2 ) − i=3 WSAeroi (d2 ) = 0
P P
(k) (k)
for each iteration k, the estimated root (d1 , d2 ) permits to compute the
vertical displacement of each wheel center as
(
(k) (k) (k) (k)
dW i = d1 + dWϕ i − dWt i i = {1, 2}
(k) (k) (k) (k)
dW i = d2 + dWϕ i − dWt i i = {3, 4}
dWϕ i vertical displacement of the wheel center due train roll

dWti tire deflection equal to (FzWi (n−1) − FzWi 0 )/ktire
FzWi 0 the static load on the wheel
ktire the vertical stiffness (cte) of the tire
The strut lengths Li are used to compute the spring displacements and
also used to read, from tables, the forces in the springs WSpring i and
similarly for front and rear anti-roll mechanisms WARBi .
WEi = WSpring i + WARBi i = {1, 2, 3, 4}
The forces transferred to the wheels is the sum of the static forces due to
weight plus dynamic effects
(n)
FzW i = FStaticWh 0i + WSi (ϕ(k) , a(n) (n)
y ) + WNSi (ay ) i = {1, 2, 3, 4}
Algorithm: Maximum lateral acceleration
In: V , β, Rt , car setup data in the form of Tables*.csv.
Out: N , ay , and the complete vehicle state.
Ini: Ay = ϕ(0) = r(0) = r(n) = 0.0; Li = L0i , i = {1, 2, 3, 4};
FAero =FaeroInit;
Main: While kr(n−1) − r(n) k < r do:
Step 1 Two nested Regula Falsi algorithms compute the vertical forces on wheel
i
patches FzW and the configuration of strut lengths Li at iteration n
i (n) (n)
[FzW , Li ] = fWeightTransfer (ϕ(n) , Rt )
(n)
Step 2 For the change of configuration of the front suspension {Li , Rt }, compute
(n) (n)
Step 2.1 steering angles, δ1 and δ2 ,
(n)
Step 2.2 the relative angular position θi between the car and wheel frames,
(n)
Step 2.3 slip angles αi ,
(n)
Step 2.4 inclination angles γi , and
(k)
Step 2.5 slip ratios and an updated set of forces and moments by executing k
κi
iterations of a Regula Falsi algorithm using the function
(k) (n) (n) i (n)
[FxW , FyW , MxW , MyW , MzW , κ]i = fSlipRatio (αi , γi , FzW )
Algorithm: Maximum lateral acceleration (continued)
Contd
Step 3 Project the forces computed in step B.2.5 to car axes
Step 4 Compute the yaw moment at CG:
Step 4.1 Longitudinal forces

X (k) X (k) tF tF tR tR
FxCG = Fx i ; MzLong = Fx i dy (i); dy = − , ,− ,
i i
2 2 2 2
Step 4.2 Lateral forces
X (k) X (k)
FyCG = Fy i ; MzLat = Fy i dx (i); dx = [lF , lF , −lR , −lR ]
i i
(k)
Step 4.3 The yaw moment includes the sum of self- aligning moments at wheels MzW i
X
N = MzLong + MzLat + MzWi
i
(n)
Step 5 Store N (β, Rt ) and the lateral acceleration ay (β, Rt ) = r(n) v and update
the yaw rate
P CG (n)
i Fy (r )
X CG
Fy = m ay = m r(n) v ⇒ r(n+1) =
i
mv
End of While.
Results: Yaw moment diagram
Outer loop varies the vehicle slip β ∈ [−8, 8]◦
Inner loop varies the rack travel position Rt ∈ [−30, 30]mm ≈ [−9, 9]◦ of
mean steering angle
Obtained surfaces for N (β, Rt ) in Nm and ay (β, Rt ) in g
(a) (b)
4
xi10
2
V=100iKm/h Iso−Steeringiangle
1.5
YawiMomenti6N.m)
30
β2 δδδδδ
0.5 β1
20 β3 δ δ3027.5
25
22.5
20
17.5
15
δ10 12.5
β4 δ7.5
β δ5
ββ6β5 δ2.5
10 0 78 β0
δ
δ−2.5 ββ−8
β−7
δ−5 β−5
−6
δ−7.5 β−4
δ
0 δ−12.5−10 β−3
−0.5 δδδ−17.5
δδ−25
−15
−22.5
β−1
−20
−27.5
−30 β−2
−10
−1
−20 2
−1.5
0
−30 4
xi10
−0.2 −0.15 −0.1 −0.05 0 0.05 0.1 −2
0.15 YawiMomenti6N.m) −2
−0.1 −0.05 0 0.05 0.1 0.15
LateraliAccelerationi6G) LateraliAccelerationi6G)
Concluding remarks and future work
This work presented the formulation and algorithms to compute vehicle

performance indexes of a sports car in steady-state cornering.
Includes nonlinearity of tyres, suspension and steering mechanisms,
anti-roll bars and the nonlinear constitutive relationships of elastic
members.
A planar dynamics of the vehicle and an off-line computed
three-dimensional nonlinear kinematics were used to accurately compute
all forces originated by lateral acceleration, external forces, and
braking/driving forces.
Two complex procedures to compute the slip ratio (two nested RF algo.)
and weight transfer (two nested RF algo.) were used to compute the
maximum lateral acceleration and its unbalanced yaw moment.
The algorithm was used to build performance diagrams with executions
times that are admissible to be used in races for fine tuning of the car
setup and ease the decision-making tasks.
The results are consistent with the telemetry data acquired in a race.
Current developments
Using zero-order optimization, the software was also used with

reasonable execution times to solve inverse problems to find,
which driver input is needed to take a curve with maximum lateral
acceleration, or
which is the optimal distribution of weights and/or aerodynamic loads to
obtain the maximum lateral acceleration with a reasonable car balance,
avoiding excessive understeering or oversteering.
Constant acceleration transients
Differential mechanisms for four-wheeled drive vehicles

acceleration, or
Thank you for your attention!!!

and to argentinean institutions CONICET, ANPCYT, UTN, and UNL.

acceleration, or
Thank you for your attention!!!

and to argentinean institutions CONICET, ANPCYT, UTN, and UNL.
to the memory of Claudia Mares de Cardona and Margarita Ruiz de Pucheta

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EFFICIENT SIMULATION OF A SPORTS CAR IN

Martín A. Pucheta1 José M. Risso2 , Javier Ciabattari3 and

IMSD 2016, May 29-Jun 2, Montréal, Canada

Scope: Sports car, without active control, in steady-state cornering

Scope: Sports car, without active control, in steady-state cornering

General CAE: Full non-linear flexible multi-body model ⇒ long times

Scope: Sports car, without active control, in steady-state cornering

General CAE: Full non-linear flexible multi-body model ⇒ long times

To develop a software to compute the full steady-state cornering

Including sources of nonlinearities:

To develop a software to compute the full steady-state cornering

Including sources of nonlinearities:

To develop a software to compute the full steady-state cornering

Including sources of nonlinearities:

To develop a software to compute the full steady-state cornering

Including sources of nonlinearities:

To develop a software to compute the full steady-state cornering

Including sources of nonlinearities:

Build performance diagrams: max. lateral accel. vs yaw moment diagram

To develop a software to compute the full steady-state cornering

Including sources of nonlinearities:

Build performance diagrams: max. lateral accel. vs yaw moment diagram

Given v, β, Rt and car setup tR

Front tables called as gTableF (Li , Rt ); bi-linearly interpolated values, e.g.

Step k: Repeat until root is reached: f(c0)

Shrink: if f (ck ) and f (ak ) has

Step k: Repeat until root is reached: f(c0)

Shrink: if f (ck ) and f (ak ) has

Step k: Repeat until root is reached: f(c0)

Shrink: if f (ck ) and f (ak ) has

Step k: Repeat until root is reached: f(c0)

the coordinates (ρx , ρy ) of the center of turn are

Front-wheel drive [τDiff , τm ] = fPowerTrain (uTB , v, RW , DataPowertrain)

τU2  := −0.5τDiff (uTB )

τmaxB maximum breaking torque

(n) (k) (n) (n)

until the sum of torques developed in both wheels of the axle

balances the sum of torques applied by brakes or the drive-shaft

τU 1 + τU 2 = τ 1 + τ 2 → rLocked (Ω1 , Ω1 ) = τU 1 + τU 2 − (τ1 + τ2 ) = 0

τ1 = (τΣ − sign(∆τ )τLim (τΣ ))/2

dWϕ i vertical displacement of the wheel center due train roll

This work presented the formulation and algorithms to compute vehicle

Using zero-order optimization, the software was also used with

Using zero-order optimization, the software was also used with

Thank you for your attention!!!

Using zero-order optimization, the software was also used with

Thank you for your attention!!!

to the memory of Claudia Mares de Cardona and Margarita Ruiz de Pucheta

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