Editorial Type:
Article Category: Research Article
 | 
Online Publication Date: 01 Jun 2010

A Dynamic Tire Model for ABS Maneuver Simulations

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Page Range: 137 – 154
DOI: 10.2346/1.3428971
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Abstract

Due to the dimensions of the tire-road contact area, transients in a tire last approximately 0.1 s. Thus, in the case of abrupt maneuvers such as ABS braking, the use of a steady-state tire model to predict the vehicle’s behavior would lead to significant errors.

Available dynamic tire models, such as Pacejka’s MF-Tire model, are based on steady-state formulations and the transient behavior of the tire is included by introducing a first order differential equation of relevant quantities such as the slip angle and the slippage. In these differential equations the most significant parameter used to describe the transient behavior is the so-called relaxation length, i.e., the distance traveled by the tire to settle to a new steady-state condition once perturbated. Usually this parameter is assumed to be constant.

Keywords: Tire model; transient maneuver; experimental tests
Copyright: The Tire Society
FIG. 1
FIG. 1

Scheme of the transient part of the MF-Tire model in longitudinal direction.

FIG. 2
FIG. 2

Scheme of the MF-Relax model in longitudinal direction.

FIG. 3
FIG. 3

Scheme of the Enhanced Nonlinear Transient Tire model in longitudinal direction.

FIG. 4
FIG. 4

Experimental and identified Fx-κ curves at three different normal load values.

FIG. 5
FIG. 5

Relaxation length vs normal load: experimental results (dots) and MF-Tire model fitting (line).

FIG. 6
FIG. 6

Relaxation length vs slippage at 2000N of normal load.

FIG. 7
FIG. 7

Relaxation length vs slippage at 3500 N of normal load.

FIG. 8
FIG. 8

Relaxation length vs slippage at 5000 N of normal load.

FIG. 9
FIG. 9

Dependence of the stiffness parameter of the Enhanced Nonlinear Transient Tire model from the vertical load and the slippage.

FIG. 10
FIG. 10

Dependence of the relaxation length of the Enhanced Nonlinear Transient Tire model from the vertical load and the slippage.

FIG. 11
FIG. 11

F x -κ transfer function for a normal load of 2500 N and a maximum imposed slippage of 2.5%.

FIG. 12
FIG. 12

F x -κ transfer function for a normal load of 3000 N and a maximum imposed slippage of 0.1%.

FIG. 13
FIG. 13

Time history of the longitudinal acceleration: experimental and numerical (MF-Tire model) comparison.

FIG. 14
FIG. 14

Time history of the longitudinal acceleration: experimental and numerical (MF-Relax model) comparison.

FIG. 15
FIG. 15

Time history of the longitudinal acceleration: experimental and numerical (Enhanced Nonlinear Transient Tire model) comparison.

FIG. 16
FIG. 16

Time history of the brake pressure at the rear tires: experimental and numerical (MF-Tire model) comparison.

FIG. 17
FIG. 17

Time history of the brake pressure at the rear tires: experimental and numerical (MF-Relax model) comparison.

FIG. 18
FIG. 18

Time history of the brake pressure at the rear tires: experimental and numerical (Enhanced Nonlinear Transient Tire model) comparison.

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