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ABSTRACT
The paper describes a virtual motorsports event developed by the University of Windsor Vehicle Dynamics and
Control Research Group. The event was a competitive
project-based component of a Vehicle Dynamics course
offered by the Universitys Department of Mechanical, Automotive, & Materials Engineering. The simulated race
was developed to provide fourth year automotive engineering students with design and race experience, similar
R
R but within
to that found in Formula SAE
or
SAE Baja
,
the confines of a single academic semester. The project,
named Formula463, was conducted entirely within a virtual environment, and encompassed design, testing, and
racing of hi-fidelity virtual vehicle models. The efficacy of
the Formula463 program to provide students with a design experience using model based simulation tools and
methods has been shown over the past two years. All
of the software has been released under a General Public License and is freely available on the authors website. While the software has been developed primarily as
a teaching tool, it is expected that future applications include general motor vehicle design, analysis, and performance evaluation.
INTRODUCTION
Studies have shown that many typical undergraduate
engineering curricula emphasize mathematics and engineering science, while the underlying need to acquaint
mechanical or automotive engineering students with design experience is in many cases being ignored [1]. In
an effort to combat this trend, the Mechanical, Automotive & Materials Engineering program at the University of
Windsor offers several courses that emphasize the design
aspect of engineering through project-based learning.
effects of trailers, suspension analysis and ride dynamics, with an emphasis on vehicle modeling and analysis
using numerical techniques. Various required and suggested texts have been utilized for this course including
the works of Dixon [4], Gillespie [5], and Reimpell and
Stoll [6], Genta [7] and Milliken [8]. The project, termed
Formula463, has been developed to provide students in
this course with a semester-long virtual design experience
using model based simulation tools and methods, to reinforce the topics discussed within the course syllabus. This
project has also afforded graduate level students with an
opportunity to research and develop advanced simulation
techniques and analysis tools. This paper details the development of the necessary computer based tools, and
evaluates the efficacy of the Formula463 virtual grand prix
project to aid in student learning within an undergraduate
course environment.
METHODOLOGY
The initial goal of the Formula463 project was to economically provide the students with a competitive and iterative design project, allowing senior students to apply theoretical knowledge. Within this project, race teams of two
students were to design, evaluate and race virtual vehicles against their peers. The students were provided with
some advanced analysis tools developed by the Vehicle
Dynamics and Control Research Group (VDCRG), and
were expected to develop additional model based simulation and evaluation tools throughout the term using Matlab, Simulink, MathCAD or similar software. The races
were to be conducted within a high-fidelity simulation environment and provide students with opportunities for practice and testing. After each event, students were given
performance data as feedback to allow design improvements over the duration of the project.
To ensure that all student teams were competing on an
equal level, a number of the basic vehicle dimensions
were pre-determined and not allowed to be modified by
the design team. These included mass, center of mass
height, choice of drive axle, tire choice, wheelbase, and
track width. The fixed specifications from the 2008 calendar year are shown in Table 2. However, a number
of the vehicle parameters were adjustable, including the
front/rear weight distribution, choice of engine, transmission and final drive ratios, suspension kinematics, spring
rates, roll stiffness, and damping rates.
The teams were required to choose between two engines
with approximately equivalent performance, but slightly
different characteristics as shown in Figure 11. The teams
were restricted to a five speed transmission, but with an
unlimited choice of drive ratios in all five ranges, and a
choice of three final ratios. The teams were free to define
spring rates, but were limited in the selection of damping
rates. The corner weight of the vehicle was determined
by the location of the center of mass and the static compression of the spring was determined by the spring rate
as the ride height was fixed. It was the responsibility of
Fd +
Fr = max
(1)
test run of the prototype race vehicle, with both longitudinal and lateral acceleration tested.
v
r
=
a11 =
a21 =
a11
a21
(Cf +Cr )
mU
a12
a22
a12 =
(lf Cf lr Cr)
Iz U
b1 =
v
r
f
(2)
+U
b2 =
g1 = 0
b1
b2
(lf Cf lr Cr)
mU
a22 =
Cf
m
(3)
lf Cf
Iz
g2 =
1
Iz
Report #3: Ride Dynamics Analysis: Model based analysis of vehicle ride behaviour using a four degree of freedom bounce-pitch model described using Equations 4
and 5, in the frequency domain [7]. Students were free
to choose parameters to model a vehicle of their choice,
as well as increase the complexity of the simulation if they
desired.
Data Set #3: Expanded the previous requirements to include engine and driveline data, center of mass data, and
full suspension spring and damping data. This was used
in a simulation of the prototype race vehicle with fixed
suspension kinematics where the ride performance was
stressed, combining lateral and longitudinal acceleration
on a track with a sinusoidal elevation profile.
lab. The final report involved selection of suspension geometry, and required simulations that have been shown
to generally be outside the capability of undergraduate
students to reliably prepare on their own. In order to accommodate this, a suspension analysis package (KINS),
has been developed and made available to the students.
Within this code, the suspension kinematics problem was
defined using a series of points and parameter values as
shown in Figure 1 and solved by casting the problem as a
set of differential equations as in Equation 6.
~q = [A(~q)]~g (w, p)
(6)
T
~q = [xG , yG , zG , , , ]
~q =
~q =
0
M 1 K
zs
zf
Ieye
M 1 C
zr
zs
~q +
zf
zr
T
(4)
(5)
In this form, the linear and angular speed of the suspension components (~q)
depends on their location and orientation (~q), given a fixed vehicle bounce or roll speed (w, p).
The advantage of using this rate based approach was that
the equations were linear when expressed in this form, as
opposed to the nonlinear algebraic equations that result
when forming the equations in terms of positions. The
differential equations were then solved to an acceptable
level of accuracy in a very short time using the 4th /5th order ode45 integrator in Matlab. The output from the simulation includes not only the typical suspension curves,
e.g., camber vs. jounce, toe change vs. roll, etc., but also
includes data regarding the suspension loads. The tire
normal force, spring force, and motion ratio are found as
part of the simulation. Animation of the motions are produced using the ISO standard graphics format X3D [10].
Because the code was entirely open source, the students
were encouraged to investigate the numerical methods
used, and experiment with the solver as they wished.
Both the provided and student developed analysis software was complimented with a user interface (F463pre),
which is a plug-in based simulation and evaluation package. The students were encouraged to convert their simulation code into the defined plug-in format, allowing for the
quick modification of vehicle parameters over several design iterations. This package also checked for errors and
prepared the data sets for submission, to minimize the
Student Level
TRACK MODEL
Design Software
(Matlab)
Student Simulators
(Matlab)
Post Processors
(Matlab)
Administrator Level
Vehicle
Data
File
Race Utility
(Matlab)
Vehicle Simulator
(Carsim)
Post Processor
(Matlab)
External Models
and
Driver Controls
(Matlab)
q(t + t) = q(t) + t qm
(7)
Figure 3: 2008 Track Geometry
qm
t
= q(t) + f (q, t)
2
(8)
DRIVER MODEL
Within the simulation environment the driver model was
critical to obtaining robust closed-loop and realistic responses of the various vehicle configurations defined
by the student teams. The definition of these models
has depended largely on descriptions of driver behaviour
within longitudinal, lateral and combined control situations. A number of approaches can be found in literature, and are generally characterized as classical linear,
non-linear, fuzzy, neuro-network and hybrid control methods [18, 22, 23]. Each of these approaches has inherent
benefits and limitations when attempting to emulate human response, as outlined in detail by Plochil [24]. As
indicated by MacAdam [22], human drivers have physical limitations leading to non-linear response to visual,
vestibular and auditory input. These limitations include
sensing limits, processing times, transmission times, cognitive requirements, and perceptions due to experience
and learning. Within the study, a ranking of sensory inputs indicated that humans control vehicles using mainly
visual cues that account for 90% of human response, and
this number is reduced with higher vestibular inputs.
It has been believed that the human driver has the ability
to predict the future behaviour of the vehicle with an internalized vehicle model, thus leading to the development
of driver models to account for these predictive elements.
To eliminate this difficulty, model identification techniques
such as regression or neural networks have been shown
to be reasonably successful in approximating driver behaviour from sample data. Bengtsson showed that the dynamic longitudinal brake and throttle behaviour of a driver
during highway travel can be effectively estimated by using linear regression, subspace-based and GARCH methods [23]. Neural network techniques have been successfully applied to a wide variety of problems and have been
shown to predict driver control behaviour with great accuracy [25, 26, 27]. In particular, Lin inferred the abilities
of radial basis function networks to model human driver
control, with the added benefits of low training time, high
accuracy and relative error tolerance [26]. However, the
lack of realistic training data present for the development
of this project limited the use of fuzzy and neural techniques.
The use of optimal preview control methods for lateral
control developed by MacAdam and later by Ungoren attempted to emulate the driver by including a predictive
vehicle model element in the determination of the control law [22, 28]. The control is found by minimizing a
cost function over a given preview period using the predictive vehicle model. These models have shown to be
very effective in producing realistic and robust steering
controls. Kiencke developed a significantly more suitable
hybrid driver model for both lateral and longitudinal control
based on a cognitive queuing system, finite state machine
and separate General Predictive Controls (GPC) for the
lateral and longitudinal dynamics that can be modulated
based on the driver skill parameter [18]. Within the GPC,
2
1
0
RBN
KINS
1
2
3
100
50
0
Heave [mm]
50
100
u =
i=1
m
X
(10)
b1i
i=1
The batch simulations were run using a purpose developed race utility (F463ru) that logged, processed and generated animations from the simulation data. This utility
generated each of the vehicle models at run time to assure that no locked vehicle data was altered by the student teams.
RESULTS
The developed design and analysis package has been
successfully used by 80 student teams over the past
two course offerings, with positive feedback and suggestions of possible improvements to the design software and
project structure. The student design and administrator
tools including the simulation engine have proven to be a
robust method of conducting such a competitive project
and teaching tool.
The developed suspension kinematic analysis program
was tested throughout development by comparing the
kinematic output curves for a test suspension with results obtained using Racing By the Numbers [13], an accepted algebraic solution method. The camber change
with heave comparison for the test suspension described
in Table 3 can be seen in Figure 6. The developed threedimensional model for this suspension can be seen in Figure 7, indicating the front and rear roll-centers and vertical
tire loads. This three-dimensional representation and animation has proven to be a valuable visualization tool for
160
50
Data
Angle [deg]
lead
120
100
0
Model
50
0
last
10
80
15
20
25
30
35
Speed [km/h]
Longitudinal Velocity
60
40
possible
information
sharing
0
0
150
Model
100
50
Data
5
8
10
Time [seconds]
12
14
16
18
Acceleration [gs]
20
Velocity [km/h]
140
10
15
20
25
30
35
Lateral Acceleration
Data
2
0
2
0
Model
5
10
15
20
Time [seconds]
25
30
35
3
2
1
0
1
2
3
4
5
6
0
20
40
60
Time [s]
80
100
120
on a number of factors. Student participation in the optional events, such as the practice simulations, indicate a
high initial interest with 43 of 45 and as many as 20 of 35
teams participating in the 2007 qualifying and 2008 practice events respectively. Student feedback and interest
in the main race event has been overwhelmingly positive.
Statistical results for the two race events run to date can
be found in Table 1. They show that the event has been
quite competitive, with very small standard deviations in
lap times and top speeds, relative to the averages.
Table 1: Statistical Competition Results
Data
2007
2008
Lap Time () [s]
95.34(1.6)
120.43(1.74)
Top Speed () [km/h] 142.02(4.57) 136.27(6.15)
CONCLUSIONS
This paper has detailed the development of the Formula463 project that has provided both the undergraduate
and graduate students at the University of Windsor with
a design experience in vehicle dynamics and simulation.
For the past two course offerings, students have been
given direct objective evaluation of their engineering abilities to meet specified design goals. The developed virtual
race platform has been shown to be robust and create a
realistic competition environment. Due to popularity with
students in the automotive option, this development of an
extra-curricular version of Formula463 has begun and will
comprise of a number of major events per year, as well as
mini-competitions, development bounties for student submitted software and program elements. This program will
be opened to engineering students at all levels within the
program at the university and external institutions in the
near future.
REFERENCES
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13,2006, accessed May 15th, 2008
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A Review of Literature on Teaching Engineering Design
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Publishers
[5] Gillespie, T.D., (1992) Fundamentals of Vehicle Dynamics,
SAE Publishers
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Chassis, SAE Publishers
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Simulation, World Scientific, Singapore
[8] Milliken, W.F., and Milliken, D.L., (1995) Race Car Vehicle
Dynamics, SAE Publishers
[9] Ellis, J.R., (1969) Vehicle Dynamics, London business
Books, London
[10] X3D Standard, http://www.web3d.org/
[11] Inkscape Scalar Vector Graphics, http://www.inkscape.org
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[13] William C. Mitchell Software, www.mitchellsoftware.com
[14] Carsim User Manual, Mechanical Simulation Corporation,
Inc., www.carsim.com
[15] The MathWorks, Inc., www.mathworks.com
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Windsor Vehicle Dynamics and Control Research Group
Technical Reference, www.uwindsor.ca/vdc
[17] Liburdi,A.,Rieveley,R. (2007) A Statistical Approach to Hybrid Vehicle Dynamic Characterization, 2007 CANCAM
Conference Proceedings, Toronto
[18] Kiencke, U., Nielsen, L. (2000) Automotive Control Systems For Engine, Driveline and Vehicle, Society of Automotive Engineers, Warrendale, PA
[19] Kanayama, Y., Kimura, Y., Miyazaki, F., Nogutchi,T., (1982)
A stable tracking control for an autonomous mobile robot,
Proc. IEEE International conference on Robotics and Automation, pp384-389
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Vector
Graphics
Standard,
http://www.w3.org/Graphics/SVG/
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top Quick Reference, 2nd
[22] MacAdam, C., (2003) Understanding and Modeling the Human Driver, Vehicle System dynamics, 40:1, 101-134
[23] Bengtsson,J., Johansson,R., Sjogren, (2003) Nonlinear
and Hybrid Systems in Automotive Control, SAE
[24] Plochl, M., Edelmann, J., (2007) Driver models in automobile dynamics application, Vehicle System Dynamics,
45:7,699-741
[25] Mirhassani, M., Chen, X., Tahmasebi, A., Ahmadi, M.,
(2006) On Control of HCCI Combustion-Neural Network
Approach, IEEE Int. Conference on Control Applications
[26] Lin, Y., tang, P., Zhang, W.J. and Yu, Q. (2005) Artifical
neural network modelling of driver handling behaviour in a
driver-vehicle environment system, Int. J. Vehicle Design,
Vol. 37, No. 1, 24-45
[27] Kuriyagawa, Y., Im, H.E., Kageyama,I. and Onishi, S.,
(2002) A Research on Analytical Method of Driver-VehicleEnvironment System for Construction of Intelligent Driver
Support System, Vehicle System Dynamics, Vol. 37, No.5,
339-358
[28] Ungoren, A., Peng, H., (2005) An Adaptive lateral preview
driver model, Vehicle System Dynamics, Vol. 43, No. 4,
245-259
[29] Holzmann, G.J., (1991) Design and Validation of Computer
Protocols, Prentice Hall,p 162-185
[30] Mechanical
Simulation
Corporation,
(2007)
http://www.carsim.com/publications/pressreleases...
.../univofwindsor.php , October 2007
ACKNOWLEDGMENTS
The authors would like to thank the University of Windsor and the AUTO21 Network Centres of Excellence for
the funding and research opportunities that seeded this
project, as well as the technical support of the staff at Mechanical Simulations Corporation during the development
of this project.
APPENDIX
VEHICLE PARAMETERS AND COMPONENTS
350
Engine A torque
Engine A power
Engine B torque
Engine B power
300
250
200
150
100
50
0
0
Point
1
2
3
4
5
6
7
8
9
10
NOMENCLATURE
ajki
Ai
bj i
Bi
C
Cf
Cr
Fd
Fr
i
Ieye
Iz
J
K
lf
lr
m
M
q
qm
qm
r
t
u
U
v
Wi
x
xG
y
yG
ytarget
zG
zf
zr
zs
G
G
G