A Hybrid Physical-Dynamic Tire/Road Friction Model

2012 ◽  
Vol 135 (1) ◽  
Author(s):  
Jingliang Li ◽  
Yizhai Zhang ◽  
Jingang Yi
Keyword(s):  
Physical Model ◽  
Normal Load ◽  
Friction Model ◽  
Model Parameters ◽  
Dynamic Friction ◽  
Contact Patch ◽  
Road Friction ◽  
Friction Models ◽  
Vehicle Maneuver ◽  
And Control

We present a hybrid physical-dynamic tire/road friction model for applications of vehicle motion simulation and control. We extend the LuGre dynamic friction model by considering the physical model-based adhesion/sliding partition of the tire/road contact patch. Comparison and model parameters relationship are presented between the physical and the LuGre dynamic friction models. We show that the LuGre dynamic friction model predicts the nonlinear and normal load-dependent rubber deformation and stress distributions on the contact patch. We also present the physical interpretation of the LuGre model parameters and their relationship with the physical model parameters. The analysis of the new hybrid model's properties resolves unrealistic nonzero bristle deformation and stress at the trailing edge of the contact patch that is predicted by the existing LuGre tire/road friction models. We further demonstrate the use of the hybrid model to simulate and study an aggressive pendulum-turn vehicle maneuver. The CARSIM simulation results by using the new hybrid friction model show high agreements with experiments that are performed by a professional racing car driver.

On the Hybrid Physical/Dynamic Tire/Road Friction Model

2009 ◽  
Author(s):  
Jingang Yi
Keyword(s):  
Physical Model ◽  
Model Comparison ◽  
Friction Model ◽  
Model Parameters ◽  
Dynamic Friction ◽  
Preliminary Model ◽  
New Development ◽  
Road Friction ◽  
Estimation And Control ◽  
And Control

We present new development of a hybrid physical/dynamic tire/road friction model for real-time friction estimation and control. We extend the LuGre tire/road friction model by considering the physical model-based deformation distribution on the tire/road contact patch. Relationship between the physical friction model and the LuGre dynamic friction model has been built and developed. We have shown that the LuGre dynamic friction model predicts the similar deformation and stress characteristics of the physical model, and therefore the friction model parameters can be interpreted with physical meaning and estimated experimentally. We demonstrate preliminary model comparison study through the “smart tire” sensor measurements on a mobile robot platform.

scholarly journals Study on Friction in Automotive Shock Absorbers Part 1: Friction Simulation Using a Dynamic Friction Model in the Contact Zone of an FEM Model

Vehicles ◽  
2021 ◽  
Vol 3 (2) ◽  
pp. 212-232
Author(s):  
Ludwig Herzog ◽  
Klaus Augsburg
Keyword(s):  
Ride Comfort ◽  
Viscous Friction ◽  
Simulation Method ◽  
Friction Model ◽  
Model Parameters ◽  
Dynamic Friction ◽  
Friction Modeling ◽  
Shock Absorbers ◽  
Operation Conditions ◽  
Wide Range

The important change in the transition from partial to high automation is that a vehicle can drive autonomously, without active human involvement. This fact increases the current requirements regarding ride comfort and dictates new challenges for automotive shock absorbers. There exist two common types of automotive shock absorber with two friction types: The intended viscous friction dissipates the chassis vibrations, while the unwanted solid body friction is generated by the rubbing of the damper’s seals and guides during actuation. The latter so-called static friction impairs ride comfort and demands appropriate friction modeling for the control of adaptive or active suspension systems. In this article, a simulation approach is introduced to model damper friction based on the most friction-relevant parameters. Since damper friction is highly dependent on geometry, which can vary widely, three-dimensional (3D) structural FEM is used to determine the deformations of the damper parts resulting from mounting and varying operation conditions. In the respective contact zones, a dynamic friction model is applied and parameterized based on the single friction point measurements. Subsequent to the parameterization of the overall friction model with geometry data, operation conditions, material properties and friction model parameters, single friction point simulations are performed, analyzed and validated against single friction point measurements. It is shown that this simulation method allows for friction prediction with high accuracy. Consequently, its application enables a wide range of parameters relevant to damper friction to be investigated with significantly increased development efficiency.

scholarly journals Validation of Friction Model Parameters Identified Using the IHB Method Using Finite Element Method

2019 ◽  
Vol 2019 ◽  
pp. 1-19
Author(s):  
Abdallah Hadji ◽  
Njuki Mureithi
Keyword(s):  
Finite Element Method ◽  
Finite Element ◽  
Friction Force ◽  
Harmonic Balance ◽  
Harmonic Balance Method ◽  
Friction Model ◽  
Balance Method ◽  
Model Parameters ◽  
Friction Models ◽  
Element Method

A hybrid friction model was recently developed by Azizian and Mureithi (2013) to simulate the friction behavior of tube-support interaction. However, identification and validation of the model parameters remains unresolved. In previous work, the friction model parameters were identified using the reverse harmonic method, where the following quantities were indirectly obtained by measuring the vibration response of a beam: friction force, sliding speed of the force of impact, and local displacement at the contact point. In the present work, the numerical simulation by the finite element method (FEM) of a beam clamped at one end and simply supported with the consideration of friction effect at the other is conducted. This beam is used to validate the inverse harmonic balance method and the parameters of the friction models identified previously. Two static friction models (the Coulomb model and Stribeck model) are tested. The two models produce friction forces of the correct order of magnitude compared to the friction force calculated using the inverse harmonic balance method. However, the models cannot accurately reproduce the beam response; the Stribeck friction model is shown to give the response closest to experiments. The results demonstrate some of the challenges associated with accurate friction model parameter identification using the inverse harmonic balance method. The present work is an intermediate step toward identification of the hybrid friction model parameters and, longer-term, improved analysis of tube-support dynamic behavior under the influence of friction.

Dynamic Friction Models and Control Design

1993 ◽  
Author(s):  
C. Canudas de Wit ◽  
H. Olsson ◽  
K.J. Astrom ◽  
P. Lischinsky
Keyword(s):  
Control Design ◽  
Dynamic Friction ◽  
Friction Models ◽  
And Control

Linear friction tester design and validation

2021 ◽  
pp. 135065012110454
Author(s):  
Mehran Shams Kondori ◽  
Saied Taheri
Keyword(s):  
Wear Rate ◽  
Normal Load ◽  
Lateral Force ◽  
Friction Model ◽  
Ball Screw ◽  
Dynamic Friction ◽  
Test Bed ◽  
Friction Tester ◽  
Linear Friction ◽  
Novel Design

Due to the complexity of friction phenomena, empirical analysis is the best way to predict the friction coefficient. To accomplish this, laboratory test rigs are needed. Although a rotary dynamic friction test bed was available to the authors, it had its limitations, such as low speed, inducement of lateral force, and the limitation of testing samples with different shapes. This paper will explain the process of designing and manufacturing a novel test setup for measuring friction and wear of the tire. The newly designed test rig can apply dynamic loading during the tests, and it can automatically measure the wear rate and temperature between cycles. In addition, it can be used for measuring the wear rate of rubber samples sliding on different types of surfaces. Therefore, experiments can be run under more controlled conditions. The designed linear friction tester can slide flat and round rubber samples approximately three meters across a large flat surface. The frictional force of rubber samples can be measured for various normal loads, velocities, and surface conditions. The new setup can automatically control the applied normal load on the sample using proportional–integral–derivative controller control. The important difference between this novel design and the existing testers used by other researchers is implementing the ball screw technology and the servo motor with high accuracy encoder to achieve highly accurate test results. In this design, the new mechanism for the ball screw is designed to increase the speed limit and eliminating vibrations while keeping the precision. In addition, in this design, the sample's mass can be measured automatically after each test cycle, thus providing a measure of the rate of wear of the rubber. In this study, the data collected by the linear friction tester is validated by comparing the data to the data collected by the dynamic friction tester (a validated rotary friction tester that exists in CenTiRe Lab). The data collected by the new setup was later used to benchmark the Persson analytical friction model.

Nonlinear Stability Analysis of Vehicle Lateral Motion With a Hybrid Physical/Dynamic Tire/Road Friction Model

2009 ◽  
Author(s):  
Jingang Yi ◽  
Eric H. Tseng
Keyword(s):  
Friction Model ◽  
Lateral Motion ◽  
Nonlinear Stability Analysis ◽  
Friction Forces ◽  
Motion Stability ◽  
Road Friction ◽  
Vehicle Motion ◽  
Longitudinal Slip ◽  
Estimation And Control ◽  
And Control

We present a nonlinear analysis of vehicle motion using a hybrid physical/dynamic tire/road friction model. The advantage of the proposed LuGre dynamic tire/road friction model is the simple and attractive structural properties for real-time friction estimation and control. Moreover, the model provides a property of capturing coupling effects between the longitudinal and lateral friction forces. We take advantages of these properties and analyze the vehicle lateral motion stability. We have shown that the existence of longitudinal slip affects the lateral motion stability. The quantitative analysis and relationship are also demonstrated through numerical simulation examples.

Validation of Friction Model Parameters Identified Using the Inverse Harmonic Balance Method

2015 ◽  
Author(s):  
Abdallah Hadji ◽  
Njuki Mureithi
Keyword(s):  
Friction Force ◽  
Harmonic Balance ◽  
Contact Point ◽  
Harmonic Balance Method ◽  
Friction Model ◽  
Balance Method ◽  
Model Parameters ◽  
Intermediate Step ◽  
Friction Forces ◽  
Friction Models

A hybrid friction model was recently developed by Azizian and Mureithi [1] to simulate the friction behavior of tube-support interaction. However, identification of the model parameters remains unresolved. In previous work, the friction model parameters were identified using reverse the harmonic method, where the following quantities were indirectly obtained by measuring the vibration response of a beam: friction force, sliding speed of the force of impact and local displacement at the contact point. In the present work, the simulation by the finite element method (FEM) of a beam clamped at one end and simply supported with the consideration of friction effect at the other is conducted. This beam is used to validate the inverse harmonic balance method and the parameters of the friction models identified previously. Two static friction models (the Coulomb model and Stribeck model) are tested. The two models produce friction forces of the correct order of magnitude compared to the friction force calculated using the inverse harmonic balance method. However, the models cannot accurately reproduce the beam response; the Stribeck friction model is shown to give the response closer to experiments. The results demonstrate some of the challenges associated with accurate friction model parameter identification using the inverse harmonic balance method. The present work is an intermediate step toward identification of the hybrid friction model parameters and, longer term, improved analysis of tube-support dynamic behavior under the influence of friction.

A New 3D Dynamic Tire/Road Friction Model for Vehicle Control and Simulation

2001 ◽  
Author(s):  
Xavier Claeys ◽  
Jingang Yi ◽  
Luis Alvarez ◽  
Roberto Horowitz ◽  
Carlos Canudas de Wit
Keyword(s):  
Dynamic Systems ◽  
Dry Friction ◽  
Vehicle Control ◽  
Friction Model ◽  
Model Parameters ◽  
Magic Formula ◽  
First Order ◽  
Lateral Forces ◽  
Road Friction ◽  
Tire Dynamics

Abstract In this paper a 3D dynamic tire/road friction model is presented. This model is based on the LuGre dry friction model and tire dynamics. The longitudinal and lateral forces, and tire self-aligning torque are determined through several first-order dynamic systems. The main advantage of this model is that it can be easily used and identified for vehicle control and simulation. Furthermore, calibration of model parameters and comparison with “magic formula”, which is widely used in area, are presented to validate the model.

scholarly journals Modalys-ER for OpenMusic (MfOM): virtual instruments and virtual musicians

2002 ◽  
Vol 7 (3) ◽  
pp. 325-338 ◽  
Author(s):  
Richard Polfreman
Keyword(s):  
Physical Model ◽  
Visual Programming ◽  
Virtual Instruments ◽  
Model Parameters ◽  
Future Directions ◽  
Graphical Environment ◽  
Automation And Control ◽  
High Level ◽  
Musical Sounds ◽  
And Control

Modalys-ER is a graphical environment for creating physical model instruments and generating musical sounds with them. While Modalys-ER provides users with a relatively simple-to-use interface, it has only limited methods for mapping control data onto model parameters for performance. While these are sufficient for many interesting applications, they do not bridge the gap from high-level specifications such as MIDI files or Standard Western Notation (SWN) down to low-level parameters within the physical model. With this issue in mind, a part of Modalys-ER has now been ported to OpenMusic, providing a platform for developing more sophisticated automation and control systems that can be specified through OpenMusic's visual programming interface. An overview of the MfOM library is presented and illustrated with several musical examples using some early mapping designs. Also, some of the issues relating to building and controlling virtual instruments are discussed and future directions for research in this area are suggested. The first release is now available via the IRCAM Software Forum.

scholarly journals Rail Surface Measurement and Multi-Scale Modeling of Wheel-Rail Contact

2016 ◽  
Author(s):  
Mohammad Mehdi Alemi ◽  
Saied Taheri ◽  
Mehdi Ahmadian
Keyword(s):  
Fractal Dimension ◽  
Surface Deformation ◽  
Normal Load ◽  
Fractal Theory ◽  
Friction Model ◽  
Surface Measurement ◽  
Model Parameters ◽  
Optical Surface ◽  
Rectangular Area ◽  
Dimension Number

The primary purpose of this study is to use a nano-scale optical surface profilometer to assess the feasibility of such instruments in measuring localized friction coefficient on railways, beyond what can be commonly measured by tribometers used by the railroad industry. One of the important aspects of moving freight and passengers on railways is the ability to manage and control the friction between the rails and wheels. Creating a general friction model is a challenging task because friction is influenced by various factors such as surface metrology, properties of materials in contact, surface contamination, flash temperature, normal load, sliding velocity, surface deformation, inter-surface adhesion, etc. With an increase in the number of influencing factors, the complexity of the friction model also increases. Therefore, reliable prediction of the friction, both theoretically and empirically, is sensitive to how the model parameters are measured. In this study, the surface characteristics of four rail sections are measured at 20 microns over a rectangular area using a portable Nanovea JR25 optical surface profilometer and the results were studied using various statistical procedures and Fractal theory. Furthermore, a 2D rectangular area was measured in this study because 1D height profile doesn’t capture all the necessary statistical properties of the surface. For surface roughness characterization, the 3D parameters such as root-mean-square (RMS) height, skewness, kurtosis and other important parameters are obtained according to ISO 25178 standard. To verify the statistical results and fractal analysis, a British Pendulum Skid Resistance Tester is used to measure the average sliding coefficients of friction based on several experiments over a 5 cm contact length for the four rail sections selected for the tests. The results indicate that rail surfaces with lower fractal dimension number have a lower friction. The larger fractal dimension number appears to be directly proportional to larger microtexture features, which potentially increase friction.

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