Anda di halaman 1dari 22

Using the 521-Tire Model

About 521-Tire
The 521-Tire model is a simple model that requires a small set of parameters or experimental data to
simulate the behavior of tires. The 521-Tire is the first tire model incorporated in Adams. The name
521 (actually 5.2.1) refers to the version number of Adams/Tire when it was first released.
The slip forces and moments can be calculated in two ways:
Using the Equation method
Using the Interpolation method

Two dedicated contact methods exist for the 521-Tire:


Point Follower, used for Handling analysis models
Equivalent Plane Method, used for 3D Contact analysis models

Any combination of force and contact method is allowed.


The road data files used for the 521-Tire are unique and cannot be used in combination with any other
Handling tire model. The 521 road file format is described in Road Data File 521_pnt_follow.rdf.
Note that the capability and generality of the 521-Tire have been superseded by other, newer tire models,
described throughout this guide. Weve retained the 521-Tire model primarily for backward
compatibility. We recommend that you use other tire models for new work.

2 Adams/Tire
Using the 521-Tire Model

Tire Slip Quantities and Transient Tire Behaviour


Definition of Tire Slip Quantities
Slip Quantities at Combined Cornering and Braking/Traction

The longitudinal slip velocity Vsx in the SAE-axis system is defined using the longitudinal speed Vx, the
wheel rotational velocity and the loaded rolling radius Rl:

V sx = V z R 1
The lateral slip velocity is equal to the lateral speed in the contact point with respect to the road plane:

V sy = V y
The practical slip quantities (longitudinal slip) and (slip angle) are calculated with these slip
velocities in the contact point:

V sx
= ------Vx

and

V sy
tan = -------Vx

Note that for realistic tire forces the slip angle is limited to 90 degrees and the longitudinal slip in
between -1 (locked wheel) and 1.
Lagged longitudinal and lateral slip quantities (transient tire behavior)
In general, the tire rotational speed and lateral slip will change continuously because of the changing
interaction forces in between the tire and the road. Often the tire dynamic response will have an important
role on the overall vehicle response. For modeling this so-called transient tire behavior, a first-order
system is used both for the longitudinal slip as the side slip angle, . Considering the tire belt as a

3
Using the 521-Tire Model

stretched string, which is supported to the rim with lateral springs, the lateral deflection of the belt can
be estimated (see also reference [1]). The figure below shows a top-view of the string model.
Stretched String Model for Transient Tire Behavior

When rolling, the first point having contact with the road adheres to the road (no sliding assumed).
Therefore, a lateral deflection of the string will arise that depends on the slip angle size and the history
of the lateral deflection of previous points having contact with the road.
For calculating the lateral deflection v1 of the string in the first point of contact with the road, the
following differential equation is valid during braking slip:
v1
1 dv
-------1- + ---------= tan + a
V x dt

with the relaxation length in the lateral direction. The turnslip can be neglected at radii larger than
10 m. This differential equation cannot be used at zero speed, but when multiplying with Vx, the equation
can be transformed to:
dv 1
-------- + V x v 1 = V sx
dt

When the tire is rolling, the lateral deflection depends on the lateral slip speed; at standstill, the deflection
depends on the relaxation length, which is a measure for the lateral stiffness of the tire. Therefore, with
this approach, the tire is responding to a slip speed when rolling and behaving like a spring at standstill.
A similar approach yields the following for the deflection of the string in longitudinal direction:

4 Adams/Tire
Using the 521-Tire Model

du 1
-------- + V x u 1 = V sx
dt

Now the practical slip quantities, and are defined based on the tire deformation:

u1
' = ------ sin V x

v1
' = atan ------

These practical slip quantities and are used instead of the usual and definitions for steadystate tire behavior.
The longitudinal and lateral relaxation length are read from the tire property file, see Tire Property File
521_equation.tir and 521_interpol.tir

Force Calculations
You can use the 521-Tire model for handling and durability analyses.
Directional Vectors for the Application of Tire Forces and Torques at the Center of the Tire-Road
Surface Contact Patch

5
Using the 521-Tire Model

The forces act along the directional vectors. From the tire spin vector and various information you supply
in the tire property and the road profile data files, Adams/Tire determines the positions and orientations
of the tire vertical, lateral, and longitudinal directional vectors. Figure 3 shows these directional vectors.
The tire vertical force acts along the vertical directional vector, the tire aligning torque acts about the
same vector, the tire lateral force acts along the lateral directional vector, and the tire longitudinal force
acts along the longitudinal directional vector. At this point, Adams/Tire determines the force directions
as if it were going to apply the tire aligning torque and all of the tire forces at the center of the tire-road
surface contact patch.
The tire-road surface contact patch may deflect laterally. Adams/Tire calculates the lateral deflection in
the direction (and with the sign) of the lateral force. The magnitude of the deflection is equal to the lateral
force divided by the tire lateral stiffness you provide in the tire property data file.
The tire vertical, lateral, and longitudinal forces are forces in the tire vertical, lateral, and longitudinal
directions (as determined at the tire-road surface contact patch). The tire aligning torque is a torque about
the tire vertical vector. The vehicle durability force has components in both the tire vertical and the tire
longitudinal directions.
Normal Force
The tire normal force Fz is calculated based on the tire deflection and radial velocity. A progressive spring
and linear damping constant are employed:

F z = F stiff F damp
where Fstiff is tire stiffness force and Fdamp is tire damping force. The vertical stiffness force is calculated
from:

F stiff = K z

where Kz is the tire vertical stiffness, is tire deflection, and


damping force is calculated from:

is the stiffness exponent. The tire

F damp = C z RadialVelocity
where Cz is the tire damping constant.
The damping constant is reduced for small tire deflections, which are below 5% of the unloaded tire
radius.
The tire vertical stiffness can also be described using a spline function (force versus deflection) in the
Adams dataset. The user array is used to switch between tire property file stiffness and spline stiffness.
If the first value in the user array is equal to '5215', the spline vertical stiffness is used. The second value
of the user array refers to the ID of the spline. The message, 'Using spline data for the vertical spring', is
shown in the message file. If the first value in the user array is not equal to '5215', the tire property file
stiffness is used.

6 Adams/Tire
Using the 521-Tire Model

The following is an example of using the spline vertical stiffness:


! adams_view_name='spline_vertical_stiffness'
SPLINE/10
, X = -1,0,10,30
, Y = 0,0,2000,6000
!
! adams_view_name='wheel_user_array'
ARRAY/102
, NUM=5215,10
Another option for having a non-linear tire stiffness is to introduce a deflection-load table in the tire
property file in a section called [DEFLECTION_LOAD_CURVE]. See 521-Tire Tire and Road Property
Files on page 20. If a section called [DEFLECTION_LOAD_CURVE] exists, the load deflection
datapoints with a cubic spline for inter- and extrapolation are used for the calculation of the vertical force
of the tire.
Longitudinal Force
The tire longitudinal force Fx can have up to three contributions:
Traction/braking force
Rolling resistance force
Durability force (in case of durability contact)

Traction/Braking Force
Traction force is developed if the vehicle is starting to move and a braking force if the vehicle is
beginning to stop. In either case, the absolute magnitude of the force is calculated from:

F x = F z
where the friction coefficient is a function of the longitudinal slip velocity Vsx in the contact patch.
Note that this is somewhat unusual, since all the other Handling tire models in Adams/Tire assume that
the longitudinal force Fx is a function of the slip ratio.

7
Using the 521-Tire Model

Schematic of Friction Coefficient Versus Local Slip Velocity

The curve as a function of longitudinal slip velocity is created using standard Adams STEP functions
(see body 4 on page 10). You have to specify two points on the curve to define this characteristic:
The coordinates of the curve at static: (velocity static, static)
The coordinates of the curve at dynamic: (velocity dynamic, dynamic)

The friction values may be available to you as function of slip ratio instead of slip velocity. Converting
Slip Ratio Data to Velocity Data on page 16 explains how the slip ratios can be converted to slip
velocities.
Rolling Resistance Force
Rolling resistance Moment My is calculated from:

M y = coef rr F z
where coefrr is the rolling resistance coefficient that should be supplied in the tire property data file.
Durability Force
Durability force, sometimes known as radial planar force, is a special kind of tire vertical force. It is the
durability force that resists the action of road bumps. This force acts along the instantaneous vertical
directional vector calculated by Adams/Tire. The Adams/Tire durability tire forces are limited to twodimensional forces that lie in the plane of the tire and are directed toward the wheel-center marker.

8 Adams/Tire
Using the 521-Tire Model

Adams/Tire superimposes these forces upon any traction or lateral forces developed in the tire-road
surface interaction.
You must select the Equivalent Plane Method for generating these durability forces.
Lateral Force and Aligning Torque
Two methods exist for calculating the lateral force Fy and self-aligning moment Mz:
Interpolation Method
Equation Method

Interpolation Method
The AKIMA spline is employed to calculate Fy and Mz as a function of the slip angle , camber angle ,
and vertical load Fz. You should provide the data in the SAE axis system.
Note that the slip angle and vertical load Fz input for the force and moment calculation of Fx, Fy, Mx,
My, and Mz are limited to minimum and maximum values in the input to avoid unrealistic extrapolated
values.
Equation Method
The Equation Method uses the following equation to generate the lateral force Fy:

F y = stat F z 1 e

sign

where K denotes the tire cornering stiffness coefficient.


The aligning moment Mz is calculated using the pneumatic trail t according to:

Mz = t Fy
while the pneumatic trails are calculated with half the contact length a:
K
1
t = --- a e
3

a =

R0 R1

with R0 and Rl are, respectively, the unloaded and loaded tire radius.
Overturning Moment
In both methods, the overturning moment Mx calculation is based on the lateral tire force Fy, the lateral
tire stiffness Ky, and the vertical load:

9
Using the 521-Tire Model

Fy
M x = ------ F z
Ky
Tire Lateral Force as a Function of Slip Angle

The contribution of the camber


The cornering stiffness equals

is disregarded in the Equation Method.

stat F z K a .

Combined Slip of 5.2.1


The combined slip calculation of the 5.2.1. is using the friction ellipse and is similar to the combined slip
calculation of the Pacejka '89 and '94 tire models.
Inputs:
Dimensionless longitudinal slip

(range -1 to 1) and side slip angle in radians

Longitudinal force Fx and lateral force Fy calculated using the equations of 521-Tire
The vertical shift of Fy,a=0 is Fy calculated at zero slip angle

Output:
Adjusted longitudinal force Fx and lateral force Fy incorporates the reduction due to combined

slip:

k
= acos -----------------------------
k 2 + sin 2

Friction coefficients:

10 Adams/Tire
Using the 521-Tire Model

Fx
x act = ----Fz

F y F y = 0
y act = -----------------------------Fz

1
tan
x = ---------------------------------------------------- y = --------------------------------------------------1 2 tan 2
1 2 tan 2
------------ ---------+ ----------+ ------------ x act
stat
stat
y act
Forces corrected for combined slip conditions:

x
y
F x comb = ------------- F x F y comb = ------------- F y + F y = 0
x act
y act
Due to the lateral deflection of the tire patch, the aligning moment under combined slip conditions
increases by the effect of the longitudinal force Fx and the lateral tire stiffness Ky:

F y comb
M z comb = M z pure + F x comb -----------------Ky
and the overturning moment uses the lateral force for combined slip:

F y comb
M x comb = ------------------ F z
Ky

Smoothing
When you indicate smoothing by setting the value of USE_MODE in the tire property file, Adams/Tire
smooths initial transients in the tire force over the first 0.1 seconds of the simulation. The longitudinal
force, lateral force, and aligning torque are multiplied by a cubic step function of time. (See STEP in the
Adams/Solver online help.)
Longitudinal Force Fx = SFx
Lateral Force Fy = SFy
Overturning moment torque Mx = SMz
Aligning torque Mz = SMz

Changing the Operating Mode: USE_MODE


You can change the behavior of the tire model by changing the value of USE_MODE in the [MODEL]
section of the tire property file. If USE_MODE equals zero, or when it is absent, the smoothing time

11
Using the 521-Tire Model

equals 0.001 seconds and the 521-Tire model is compatible with the previous Adams/Solver
implementation.
By selecting a value of USE_MODE between 1 and 4, smoothing and combined slip correction can be
switched on and off, as shown in Table 1. The smoothing time equals 0.1 seconds for these values of
USE-MODE.
USE_MODE: Smoothing: Combined slip correction:
1

off

off

off

on

on

off

on

on

Converting Slip Ratio Data to Velocity Data


Adams/Tire requires that you enter the velocities that correspond to static and dynamic. You will often
obtain this information as the coefficient of friction versus slip ratio. You can calculate the velocities
required by Adams/Tire from the coefficient of friction versus slip ratio curve in the following way:

a f
= -----------------f
where

= Slip ratio

f = Free rolling rotational velocity (no slip)

a = Actual rotational velocity

Kinematic relationships between translational and rotational velocities and the effective rolling radius
give:

V x V sx
a = ------------------Re
Vx
f = ----Re
where

V sx = Contact patch velocity reletive to road surface

12 Adams/Tire
Using the 521-Tire Model

V x = Actual longitudinal velocity

R e = Effective rolling radius

Substituting these relationships into the original slip ratio equation with some cancelling of variables
gives:

V sx
= ------Vx
Therefore:

V sx = V x
During testing for the coefficient of friction as a function of slip ratio, the longitudinal velocity Vx is held
constant. Therefore, you can obtain Vsx, the relative velocity of the contact patch with respect to the road
surface, from the test data curves for the static and dynamic values of friction.

Contact Methods
For handling analyses (which use a flat road surface profile), the 521-Tire model uses the point-follower
contact method. For durability analyses (which use uneven road surface profiles), the Equivalent Plane
Method yields the instantaneous tire radius directly, while finding the new road surface orientation
vector.
About the Point-Follower Method
The point-follower contact method assumes a single contact point between the tire and road. The contact
point is the point nearest to the wheel center that lies on the line formed by the intersection of the tire
(wheel) plane with the local road plane.
The contact force computed by the point-follower contact method is normal to the road plane. Therefore,
in a simulation of a tire hitting a pothole, the point-follower contact method does not generate the
expected longitudinal force.
About the Equivalent Plane Method
521-Tire uses the Equivalent Plane method to reorient the vertical road surface vector, which gives the
direction of the vertical force, and to calculate the new tire radius. To do this, a new smooth road surface
is generated at an angle calculated such that only the shape of the tire is different (see body 6 on page 18).
Equivalent Plane Method

13
Using the 521-Tire Model

Both the deflected tire area and its centroid remain unchanged. The vector between the deflected area
centroid and the wheel-center marker then determines the orientation of the. vertical vector perpendicular
to the road surface.
The Equivalent Plane method is best suited for relatively large obstacles because it assumes the tire
encompasses the obstacle uniformly. In reality, the pneumatics and the bending stiffness of the tire
carcass prevent this. The result is an uneven pressure distribution and possibly gaps between the tire and
the road. If the obstacle is larger than the tire contact patch (such as a pothole or curb), the uniform
assumption is good. If the obstacle is much smaller than the tire patch, however (such as a tar strip or
expansion joint), the assumption is poor, and the Equivalent Plane method may greatly underestimate the
durability force.
Definition of Equivalent Plane Parameters

14 Adams/Tire
Using the 521-Tire Model

When using the Equivalent Plane method the following parameters need to be specified in the tire
property file:
Equivalent_plane_angle
Specifies the subtended angle (in degrees) bisected by the z-axis of the wheel-center marker, as shown
in Figure 7. This angle determines the extent of the road the tire can envelop. The value of the
equivalent_plane_angle must be between 0 and 180 degrees.
Equivalent_plane_increments
Specifies the number of increments into which the shadow of the tire subtended section is divided, as
shown in Figure 7.

521-Tire Tire and Road Property Files


This section contains four example input data files. For reference, the files are called:
521_equation.tir
521_interpol.tir
521_pnt_follow.rdf
521_equiv_plane.rdf

The first two files are tire property files, and the last two are road files. The file 521_equation.tir
illustrates the required format and parameters when you use the Equation method. The file
521_interpol.tir illustrates the Interpolation method. The two *.rdf files show how road data files must
be specified when either of the contact methods is used.
Tire Property File 521_equation.tir and 521_interpol.tir
You can select the method for calculating the normal force by setting the
VERTICAL_FORCE_METHOD parameter to either POINT_FOLLOWER (for the Point Follower
method) or EQUIVALENT_PLANE (for the Equivalent Plane method). See Contact Methods on page
17 for details on these methods.
You can select the method for calculating the lateral force by setting the LATERAL_FORCE_METHOD
parameter to either INTERPOLATION or symbol. See Lateral Force and Aligning Torque on page 11 for
details on these calculation methods.
The following table specifies how some of the parameter names used in the tire property file correspond
to parameters introduced in the equations that were presented in the previous sections.
Parameter in file:

Used in equation:

As parameter:

vertical_stiffness

[10]

Kz

vertical_damping

[11]

Cz

lateral_stiffness

[18]

Ky

15
Using the 521-Tire Model

Parameter in file:

Used in equation:

As parameter:

cornering_stiffness_coefficient [6]

Mu_Static

Figure 4

static

Mu_Dynamic

Figure 4

dynamic

Mu_Static_velocity

Figure 4

velocity static

Mu_Dynamic_Velocity

Figure 4

velocity dynamic

rolling_resistance_coefficient

[13]

coeffrr

vertical_stiffness_exponent

[141]

Note:

If you do not specify


vertical_stiffness_
exponent in the tire
property file, 521-Tire
uses the default value of
1.1.

521-equation.tir
The 521-equation.tir example tire property file starts here.
$----------------------------------------------------------MDI_HEADER
[MDI_HEADER]
FILE_TYPE
= 'tir'
FILE_VERSION = 3.0
FILE_FORMAT
= 'ASCII'
(COMMENTS)
{comment_string}
'Tire
- XXXXXX'
'Pressure - XXXXXX'
'Test Date - XXXXXX'
'Test tire'
$---------------------------------------------------------------units
[UNITS]
LENGTH
= 'mm'
FORCE
= 'newton'
ANGLE
= 'rad'
MASS
= 'kg'
TIME
= 'second'
$---------------------------------------------------------------model
[MODEL]
! use mode
1
2
3
4
11 12 13 14
! -----------------------------------------------------------------! smoothing
X
X
X
X
! combined
X
X
X
X
! transient
X
X
X
X
!
PROPERTY_FILE_FORMAT
= '5.2.1'
USE_MODE
= 1
$-----------------------------------------------------------dimension
[DIMENSION]
UNLOADED_RADIUS
= 310.0

16 Adams/Tire
Using the 521-Tire Model

WIDTH
= 195.0
ASPECT_RATIO
= 0.70
RIM_RADIUS
= 195,0
RIM_WIDTH
= 139.7
$----------------------------------------------------------parameters
!
VERTICAL_FORCE_METHOD = EQUIVALENT_PLANE
LATERAL_FORCE_METHOD = EQUATION
!
vertical_stiffness = 206.0
vertical_stiffness_exponent = 1.1
vertical_damping
= 2.06
!
lateral_stiffness = 50
cornering_stiffness_coefficient = 50
!
Mu_Static
= 0.95
Mu_Dynamic
= 0.75
Mu_Static_Velocity = 3000
Mu_Dynamic_Velocity = 6000
!
rolling_resistance_coefficient = 0.01
!
EQUIVALENT_PLANE_ANGLE= 100
EQUIVALENT_PLANE_INCREMENTS= 50
!
521_interpol.tir
The 521-interpol.tir example tire property file starts here. In addition to the file for 521_equation.tir, it
contains data that is used for calculating the lateral force and aligning moment, instead of using formula
6 to 9. Note that the [DEFLECTION_LOAD_CURVE] can also be used in the tire property file for the
Equation method.
$----------------------------------------------------------MDI_HEADER
[MDI_HEADER]
FILE_TYPE
= 'tir'
FILE_VERSION = 3.0
FILE_FORMAT
= 'ASCII'
(COMMENTS)
{comment_string}
'Tire
- XXXXXX'
'Pressure - XXXXXX'
'Test Date - XXXXXX'
'Test tire'
$---------------------------------------------------------------units
[UNITS]
LENGTH
= 'mm'
FORCE
= 'newton'
ANGLE
= 'rad'
MASS
= 'kg'
TIME
= 'second'
$---------------------------------------------------------------model

17
Using the 521-Tire Model

[MODEL]
! use mode
1
2
3
4
11 12 13 14
! ---------------------------------------------------------------! smoothing
X
X
X
X
! combined
X
X
X
X
! transient
X
X
X
X
!
PROPERTY_FILE_FORMAT
= '5.2.1'
USE_MODE
= 1
$-----------------------------------------------------------dimension
[DIMENSION]
UNLOADED_RADIUS
= 310.0
WIDTH
= 195.0
ASPECT_RATIO
= 0.70
RIM_RADIUS
= 195,0
RIM_WIDTH
= 139.7
$----------------------------------------------------------parameters
!
VERTICAL_FORCE_METHOD = POINT_FOLLOWER ! or EQUIVALENT_PLANE
LATERAL_FORCE_METHOD = INTERPOLATION ! or EQUATION
!
vertical_stiffness = 206.0
vertical_stiffness_exponent = 1.1
vertical_damping
=
2.06
lateral_stiffness = 50
cornering_stiffness_coefficient = 50
!
Mu_Static
= 0.95
Mu_Dynamic
= 0.75
Mu_Static_Velocity = 3000
Mu_Dynamic_Velocity = 6000
!
rolling_resistance_coefficient = 0.01
!
EQUIVALENT_PLANE_ANGLE= 100
EQUIVALENT_PLANE_INCREMENTS= 50
!
!------------------CAMBER ANGLE VALUES------------------------------!
Conversion
!
No. of pnts
factor(D to R)
pnt1 pnt2 pnt3 pnt4
pnt5
!
CAMBER_ANGLE_DATA_LIST
5
0.017453292 -3.0
0.0
3.0
6.0
10.0
!
!------------------SLIP ANGLE VALUES--------------------------------!
Conversion
!
No. of pnts
factor(D to R)
pnt1
......
pnt9
!
SLIP_ANGLE_DATA_LIST
9
0.017453292
-15.0
-10.0
-5.0
-2.5
0.0
2.5
5.0
10.0
15.0
!
!-----------------VERTICAL FORCE VALUES------------------------------

18 Adams/Tire
Using the 521-Tire Model

!
!
!
!

No. of pnts
pnt1
pnt2

Conversion
factor
pnt3
pnt4

VERTICAL_FORCE_DATA_LIST
5
4.448
200.0
600.0
1100.0
1500.0

pnt5

1900.0
!
!-----------------ALLIGNING TORQUE VALUES--------------------------!
No. of pnts
Conversion
!
factor
!
!
pnt1 .... pnt225
!
ALIGNING_TORQUE_DATA_LIST
225
-1355.7504
5.31
0.11
0.47
0.04
0.80
1.75
2.54
-1.28
1.59

6.52
2.84
-12.44
-21.38
-3.70
17.43
11.08
0.02
-3.77

0.06
14.23
5.95
5.54
-1.29
-9.45
-5.05 -17.73
0.46
-2.48
4.71
26.10
4.26
16.60
2.41
4.28
-0.92
0.22

22.88
5.49
-37.99
-69.04
-27.94
52.20
40.53
14.82
-17.17

26.41
-3.92
-67.22
-111.44
-44.25
81.97
73.54
2.93
6.60

30.58
-14.04
-116.07
-168.11
-53.74
145.78
95.55
10.35
-11.91

22.93
11.45
15.74
13.72
-1.65
-15.64
-26.98
-57.25 -107.71
-62.62 -109.03 -161.88
-19.48
-33.54
-49.52
60.80
90.85
119.51
52.46
93.32
141.34
2.21
9.11
30.44
12.61
2.51
-18.77

0.43
6.70
-2.20
-1.39
2.87
6.99
7.10
1.63
-0.78

-4.62
15.92
-5.53
-17.28
-0.38
24.54
18.78
2.91
10.13

15.36
0.14
-13.28
-52.17
-14.27
66.06
58.20
8.33
-9.94

7.16
-4.20
-47.48
-102.80
-29.03
93.27
104.51
20.32
-13.02

11.70
-11.81
-92.88
-161.71
-42.42
126.38
156.39
42.09
-11.95

5.62
2.31
7.87
1.40
2.10
5.60
3.56

4.36
6.41
1.33
-10.04
0.56
26.48
20.63

23.16
14.10
-16.31
-50.94
-16.15
62.92
60.74

38.03
6.03
-40.24
-93.06
-27.15
90.16
108.26

8.73
-11.66
-82.58
-157.50
-40.13
122.03
162.97

19
Using the 521-Tire Model

-0.08
1.38

1.81
-2.13

14.39
-2.42

34.98
-4.08

59.72
-2.72

3.69
1.71
29.06
10.05
11.38
3.09
7.15
-7.92
13.53
-5.78
6.08
0.38
-2.69
-32.10
-62.17
0.76
-7.65
-37.28
-89.05 -145.09
0.70
4.37
-7.59
-23.71
-28.49
5.92
34.39
72.55
92.88
129.34
4.36
29.81
76.70
118.91
180.59
-2.03
5.94
26.18
53.59
89.76
0.39
-5.52
-6.06
10.16
7.81
!-----------------LATERAL FORCE VALUES-----------------------------!
No. of pnt
Conversion
!
factor
!
pnt1 .... pnt225
!
LATERAL_FORCE_DATA_LIST
225
4.448
234.08
269.79
213.70
150.79
11.52
-116.75
-224.15
-242.08
-213.99

585.56
628.82
565.29
452.18
50.58
-367.42
-588.24
-612.70
-597.29

1000.29
1040.78
974.49
752.21
199.87
-618.68
-1001.01
-1059.55
-988.14

1307.77
1331.72
1198.82
885.23
199.50
-683.16
-1235.88
-1344.53
-1343.86

1603.78
1624.83
1387.74
960.13
208.75
-857.81
-1488.88
-1658.66
-1689.35

234.40
239.27
252.34
167.55
32.23
-122.59
-208.93
-261.05
-241.50

572.75
647.77
603.75
481.45
78.77
-423.13
-576.28
-634.90
-607.16

981.30
1007.37
1033.50
826.41
231.31
-552.58
-948.45
-1064.15
-1021.87

1352.37
1357.22
1288.76
962.64
250.14
-613.52
-1149.44
-1338.52
-1322.30

1698.90
1666.30
1483.64
1028.74
254.32
-607.61
-1314.69
-1581.84
-1598.25

210.20
237.91
226.60
154.74
34.37
-130.29
-226.48
-270.70
-254.64

578.56
600.60
629.48
496.21
74.19
-339.00
-557.52
-595.22
-602.76

968.72
1025.67
1084.97
878.72
240.00
-509.04
-884.91
-1059.76
-1032.71

1344.05
1377.57
1354.12
1028.03
284.42
-543.75
-1083.18
-1314.74
-1313.22

1730.40
1733.03
1575.22
1095.59
283.85
-555.05
-1175.12
-1564.43
-1609.96

238.28
227.13
221.76
195.50

531.25
594.51
633.49
505.90

945.70
1038.87
1135.31
899.88

1305.28
1365.33
1375.28
1059.92

1786.96
1733.29
1619.82
1135.28

20 Adams/Tire
Using the 521-Tire Model

28.51
-145.10
-230.33
-230.62
-218.36

68.59
-319.56
-548.99
-597.10
-570.13

241.99
-464.11
-815.88
-1009.76
-1049.72

311.15
-499.27
-991.78
-1261.43
-1344.94

331.84
-500.83
-1108.36
-1504.09
-1589.60

228.49
221.19
224.63
178.96
42.58
-144.43
-224.99
-246.51
-239.34

564.69
595.52
590.58
474.70
65.26
-290.91
-494.65
-563.13
-567.10

954.06
1019.74
1108.01
918.87
230.69
-368.02
-761.78
-980.33
-1050.56

1332.84
1378.35
1408.87
1125.97
306.58
-398.98
-886.03
-1249.57
-1348.66

1687.50
1749.40
1707.09
1242.75
428.45
-394.66
-941.20
-1462.88
-1611.11

521-Tire Road Data Files


The road data files used with the 521-Tire are unique and cannot be used with any other tire model. The
data files are fully described by the following two examples.
Road Data File 521_pnt_follow.rdf
This example file shows that, if you use the Point Follower method and indicate it in the associated tire
property file, the road_profile_type parameter must be set to FLAT.
$--------------------------------------------------------MDI_HEADER
[MDI_HEADER]
FILE_TYPE = 'rdf'
FILE_VERSION = 5.00
FILE_FORMAT = 'ASCII'
(COMMENTS)
{comment_string}
'flat 2d contact road for testing purposes'
$-------------------------------------------------------------UNITS
[UNITS]
LENGTH
= 'mm'
FORCE
= 'newton'
ANGLE
= 'radians'
MASS
= 'kg'
TIME
= 'sec'
$-------------------------------------------------------------MODEL
[MODEL]
METHOD
= '5.2.1'
FUNCTION_NAME
= 'ARC913'
$--------------------------------------------------------PARAMETERS
ROAD_PROFILE_TYPE = FLAT
INITIAL_HEIGHT
= 0.000

21
Using the 521-Tire Model

Road Data File 521_equiv_plane.rdf


The following example shows which data the road data file must contain if the Equivalent Plane method
is used and specified in the associated tire property file. The main difference with the road data file used
in association with the Point Follower method is that here the ROAD_PROFILE_TYPE parameter is set
to INPUT and a ROAD_INPUT_DATA_LIST is specified.
$---------------------------------------------------------MDI_HEADER
[MDI_HEADER]
FILE_TYPE = 'rdf'
FILE_VERSION = 5.00
FILE_FORMAT = 'ASCII'
(COMMENTS)
{comment_string}
'5.2.1 input road for testing purposes'
$--------------------------------------------------------------UNITS
[UNITS]
LENGTH
= 'mm'
FORCE
= 'newton'
ANGLE
= 'radians'
MASS
= 'kg'
TIME
= 'sec'
$--------------------------------------------------------------MODEL
[MODEL]
METHOD
= '5.2.1'
FUNCTION_NAME
= 'ARC913'
$---------------------------------------------------------PARAMETERS
ROAD_PROFILE_TYPE = INPUT
INITIAL_HEIGHT
= 0.000
ROAD_INPUT_DATA_LIST
23, 1
-10000.00, 00.00
1740.00, 00.00
1740.94, 1.92
1743.73, 3.55
1748.31, 4.59
1754.55, 4.79
1762.32, 3.88
1771.41, 1.65
1781.61, 7.89
1792.65, 2.47
1804.28, 5.26
1816.20, 6.20
1828.12, 5.26
1839.75, 2.47
1850.79, 7.89
1860.99, 1.65
1870.08, 3.88
1877.85, 4.79
1884.09, 4.59
1888.67, 3.55
1891.46, 1.92
1892.40, 00.00
40000.00, 00.00

22 Adams/Tire
Using the 521-Tire Model

Anda mungkin juga menyukai