Bicycle Model

putri titian

Bicycle Model The non-linear bicycle model considers longitudinal (x), lateral (y), and yaw motion under the assumption of negligible lateral weight shift, roll and compliance steer while traveling on a smooth road. Our design of control strategy is to control both longitudinal and lateral motions during hard braking and steering […]

Bicycle Model

The non-linear bicycle model considers longitudinal (x), lateral
(y), and yaw motion under the assumption of negligible
lateral weight shift, roll and compliance steer while traveling on
a smooth road. Our design of control strategy is to control both
longitudinal and lateral motions during hard braking and steering
maneuvers. Angular velocities of front and rear tires are added to
the states in order to investigate directional interactions
between longitudinal and lateral tire forces. In addition to these
five states, longitudinal and lateral positions and yaw angle with
respect to the fixed inertial coordinates are added to the dynamic
equation in order to refresh the vehicle position and orientation
in the simulation scene. Thus, the bicycle model used in our
simulator has 5 Degrees Of Freedom with 8 state equations.
The bicycle model developement presented here is based on
reference [1]. Figure 1 shows side and top
views of the vehicle using this bicycle model. Using free body
diagram shown in top view of Figure 1, the equations of motion are derived.

   figure13
Figure 1: Free Body
Diagram of a Vehicle

Summing the longitudinal forces along the body x axis leads to

  equation18

Where m is the mass of a vehicle, tex2html_wrap_inline436 and tex2html_wrap_inline438 are the
longitudinal and lateral components of the vehicle velocity
resolved along the body axis, r is the yaw rate, and tex2html_wrap_inline442
and tex2html_wrap_inline444 are the front and rear wheel steering angles.
Summing the lateral forces along the body y axis gives

  equation32

The sum of the yaw moments about the car CG yields

  equation46

   figure58
Figure 2: Free Body
Diagram of a Wheel

For the front and rear wheels, the sum of the torque about the
axle, as shown in Figure 2, results in

eqnarray64

Where, tex2html_wrap_inline446 and tex2html_wrap_inline448 are the angular velocities of the
front and rear wheels, tex2html_wrap_inline450 is the inertia of the wheel about the
axle, tex2html_wrap_inline452 is the wheel radius, tex2html_wrap_inline454 and tex2html_wrap_inline456 are the
applied braking torques, and tex2html_wrap_inline458 and tex2html_wrap_inline460 are the applied
throttling torques for the front and rear wheels. All the vehicle
specifications are based on the 1984 Honda Accord [2]
with reasonable braking torques for front and rear tires. Yaw
angle is directly found by integrating the yaw rate. Since yaw
angle is with respect to the fixed coordinates, longitudinal and
lateral position with respect to the inertial fixed coordinates
are also found as follows.

equation83

eqnarray86

Where, tex2html_wrap_inline462 and tex2html_wrap_inline464 denote the velocity components with respect
to the fixed inertial coordinates. Simple integration based on the
forth-order Runge-Kutta method is used to integrate the above eight
states in the simulation loop.

The longitudinal and lateral forces from front and rear tires are
derived from the non-linear tire model discussed earlier. The
input variables for the tire model are front and rear normal loads
(
tex2html_wrap_inline470 and
tex2html_wrap_inline472 ), slip angles (
tex2html_wrap_inline442 and
tex2html_wrap_inline444 ), and longitudinal slip ratios (
tex2html_wrap_inline478 and
tex2html_wrap_inline480 ). The normal forces of front and rear tires are
determined according to the instantaneous longitudinal
acceleration. Summing the moments about the rear contact patch
using the side view of Figure 1, normal load of front
tire is found as

equation96

Summing the moments about the front contact patch,

equation101

Where
tex2html_wrap_inline482 is the instantaneous longitudinal acceleration and h
is the height of the car CG from the ground.

  
figure106
Figure 3: Slip Angle
of Front Wheel

  
figure111
Figure 4: Slip Angle
of Rear Wheel

From Figure 3 and Figure 4, velocities
of front and rear tires are determined by summing the velocity at
CG and the velocities effected by the yaw rate. Thus, the slip
angles of front and rear tires are found as

 
equation118

 
equation124

Also, the speed of the front and rear tires are calculated by the
following equations.

equation130

equation134

Where,
tex2html_wrap_inline488 and
tex2html_wrap_inline490 represent the magnitude of the front
and rear tire axle velocities. To calculate the longitudinal slip, longitudinal
component of the tire velocity should be derived. The front and
rear longitudinal velocity components are found by

equation140

equation144

Then, the longitudinal slip is determined according to the equation in
tire model. Under braking conditions, longitudinal slip of front
and rear tires are calculated by

equation148

equation153

Using the normal load, slip angle, longitudinal slip, and
non-linear tire model realistic longitudinal and lateral forces
are generated for the 5 DOF bicycle model.

References

1
Taheri, S.,
An Investigation and Design of Slip Control Braking Systems
Integrated with Four Wheel Steering
, Ph.D. Thesis, Clemson
University, 1990.
2
American Honda Motor Company Inc.,
Motor Vehicle Specifications, Passenger Car, Accord 1984,
Technical Report, Honda, Windsor Locks, 1984.

Source Article

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