The tire model validity factors are listed and discussed when using tires in complex multi-mass vehicle models. Complex vehicle system models are used to estimate (to forecast) their handling and stability properties (including Electronic Stability Control (ESC) performance). It should be as less as possible discrepancy between vehicle virtual computational and experimental tests results. The objective forces to create more complex vehicle models. A tire is known to be the one of the most significant elements in the model and to influence considerably on vehicle handling and stability factors transmitting all road reactions. The paper describes factors to be able to get influence on the PAC2002 pneumatic tire model validity when simulating it in MSC.ADAMS/Car Software. The tire model creating begins by conducting studies of rolling tire characteristics. The studies are examined on tire benches. Conducting experimental studies there are the set of factors to be able to bring a measurement error into study results. The analysis of various literary sources has permitted to choose three basic factors to be able to get influenced on tire model and all the vehicle model validity. Among these factors there are following: tire pressure, tire temperature и tire tread wear. The most significant of these factors is the tire pressure. For providing required study accuracy it needs to apply tight restrictions on each factor changing range influencing on rolling tire characteristics. The ranges are to be determined for each certain tire model by using study results.
The paper describes the results of the efficiency analysis of the simulation model of light commercial vehicle GAZ GAZelle NEXT. The efficiency of the model is confirmed by comparing the results of field test and calculation studies of controllability. The model is built in the MSC ADAMS/Car software package. It accounts for the mass-inertial characteristics of sprung and unsprung masses; the model of the suspension system simulates the kinematics and elasto-kinematics of the suspension and steering control, as well as elastic and damping elements. The tire model simulates vertical stiffness and damping, the slip stiffness depends on the vertical load, the longitudinal slip coefficient and the lateral angle of tire relative to the contact surface. The assessment was made by comparing the data obtained experimentally and by calculation. The test is conducted using the Fishhook method applied by NHTS for the vehicle stability analysis. The resulting errors are analyzed based on relative and absolute error values. When analyzing lateral acceleration and yaw rate deviations, the mathematical statistical tools are employed: average deviation, dispersion, root-mean-square deviation. The discrepancy between the results and the deviation of the average values does not exceed 10%. Minor deviations and scatter of results shows the efficiency of the simulation model and that this model can be employed for simulating the curvilinear motion of light commercial vehicles and assessment of their controllability and stability characteristics.
Conducting laboratory and field testing is a classic approach to the development and certification of vehicles and their automotive components. These processes are costly and time-consuming. The serial installation of mechatronic systems in the car forced software and electronic systems engineers to master a new approach to testing and development -"physical" simulation (Hardware-in-the-loop). The aim of the research in this article is to develop, implement and validate a "physical" simulation method for evaluating the performance of Electronic Stability Control (ESC) systems. In this research, an ESC HIL-testbench, a mathematical model of the vehicle curvilinear movement in Adams Car, and a method for converting it into a Simulink-model, that allows generating a C-code, were developed and implemented. To assess the adequacy and correctness of the "physical" simulation, full-scale dynamic manoeuvres were carried out on the object of research -the Gazelle Next vehicle with ESC-system "Bosch ESP 9.1". In this article, the results of road tests and simulations, as well as an assessment of their convergence, are presented in tabular and graphical forms. The maximum discrepancy was 19% with the maximum allowable one up to 25% in accordance with the standard ISO 19635.
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