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Dynamic modeling and simulation of 4X4 wheeled vehicle

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MEIE2019 IOP Publishing
IOP Conf. Series: Journal of Physics: Conf. Series 1303 (2019) 012060 doi:10.1088/1742-6596/1303/1/012060

Dynamic modeling and simulation of 4X4 wheeled vehicle

Yijie Chen1, Yafeng Zhang, Fu Du, Le Wang and Yiqiang Wan

China North Vehicle Research Institute, No.4, Huaishuling, Fengtai District, Beijing,
China
1
E-mail: [email protected]

Abstract. In view of the requirements of military vehicles for high-mobility off-road

performance, the dynamic modeling of 4X4 wheeled armored vehicles was carried out. The
dynamic model expression expressed in matrix form was derived, and the decoupling
calculation was performed by Fourier transform. After that, the power spectral density function
was used to characterize the random road input of the vehicle, and the coherence of each wheel
excitation in the four-wheeled vehicle was analyzed to derive the coherence coefficient. Finally,
the calculation method of vibration response of vehicles under typical roads was formed by
programming analysis and reasonable algorithm, and it provided theoretical support for
suspension vibration isolation performance design.

1. Introduction
A large number of test data showed that the suspension characteristics determine the ride comfort and
steering stability of the vehicle, which is the key to the high-mobility off-road performance [1].
Therefore, it is necessary to carry out matching optimization of suspension characteristics and analyze
the vibration response of the vehicle. Based on this, it is especially necessary to construct the vehicle
dynamic model and compile the random road spectrum as the design input. It is proposed to evaluate
the matching effect of the elastic and damping characteristics by monitoring the vibration acceleration
response of the vehicle body to achieve the purpose of improving the driving performance of the
vehicle.

Figure 1. Physical model of the vehicle.

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IOP Conf. Series: Journal of Physics: Conf. Series 1303 (2019) 012060 doi:10.1088/1742-6596/1303/1/012060

2. Dynamic model of the vehicle

2.1. Physical model

Taking the 4X4 wheeled armored vehicle as an example, the physical model is constructed as shown
in Figure 1, which has 7 freedom degrees including 4 degrees of freedom for vertical direction of the
unsprung mass, and 3 degrees of freedom for vertical, pitch and roll directions of the car body. Point O
is mass center of body, and the vehicle travels along the X direction. The suspension system consists
of elastic and damping elements, and the stiffness of the tire is the main consideration of the unsprung
mass.

2.2. Model deduction

According to the vibration theory, the differential equation of vehicle dynamics is: [2]
 
M X  C X  KX  F  K qQ (1)
In which, X  x1 x2 x7  , Q  q1 q2 q3 q4  .
T T
x3 x4 x5 x6
Taking into account the symmetry of the vehicle and the actual use, make the following
k s1  k s 2  k fs ; k s 3  k s 4  k rs ; cd 1  cd 2  c fd ,
assumptions about suspension stiffness and damping:
cd 3  cd 4  crd ; kt1  kt 2  ktf ; kt 3  kt 4  ktr
Spread differential equations in a matrix, among the mass matrix is:
 mb 0 0 0 0 0 0 
0 Ir 0 0 0 0 0 

0 0 Ip 0 0 0 0 
  (2)
M  0 0 0 mu1 0 0 0   diag (mb , I r , I p , mu1 , mu 2 , mu 3 , mu 4 )
0 0 0 0 mu 2 0 0 
 
0 0 0 0 0 mu 3 0 
0 mu 4 
 0 0 0 0 0
The damping matrix is:
 2( c fd  crd ) 0 2( L1 c fd  L2 c rd ) c fd c fd c rd c rd 
 
 0 2( Ld 1 c fd  Ld 2 c rd )
2 2
0  Ld 1 c fd Ld 1 c fd  Ld 2 c rd Ld 2 c rd 
  (3)
 2( L1 c fd  L2 c rd ) 0 2( L2
1 c fd  L 2
2 c rd ) L1 c fd L1 c fd  L2 c rd  L2 c rd 
C  c fd  Ld 1 c fd L1 c fd 0 
 c fd 0 0

 c fd Ld 1 c fd L1 c fd 0 

0 c fd
0

 c rd c rd Ld 2  L2 c rd 0 0 c 0 
 
rd

 c rd Ld 2 c rd  L2 c rd 0 0 0 c rd 
The stiffness matrix is:
 2(k fs  k rs ) 0 2( L1 k fs  L2 k rs) k fs k fs k rs k rs 
 
 0 2( Ls1 k fs  Ls 2 k rs)
2 2
0  Ls1 k fs Ls1 k fs  Ls 2 k rs Ls 2 k rs 
  (4)
 2( L1 k fs  L2 k rs ) 0 2( L1 k fs  L2 k rs )
2 2
L1 k fs L1 k fs  L2 k rs  L2 k rs 
 
K 

k fs  Ls1 k fs L1 k fs k  k 
fs tf
0 0 0 



k fs Ls1 k fs L1 k fs 0 k  k 
fs tf
0 0 



k rs  Ls 2 k rs  L2 k rs 0 0 k  k 
rs rt
0 


 k rs Ls 2 k rs  L2 k rs 0 0 0  k rs  k rt 
The force matrix is:

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MEIE2019 IOP Publishing
IOP Conf. Series: Journal of Physics: Conf. Series 1303 (2019) 012060 doi:10.1088/1742-6596/1303/1/012060

 0   0 0 0 0 
 0   0 0 0 0 
    (5)
 0   0 0 0 0   q1 
    q 
F   k tf q1    k tf 0 0 0   2  K Q
  q3  q

q   0 0   
 k tf 2   k 0
tf 
  q4 
q   0 0 
 k rt 3   k
0 rt 

 k rtq4    0 0 0 k rt 
Fourier transform to the Formula (1): [3]
w2 MX ( w)  jwCX ( w)  KX ( w)  F (w)  K qQ(w) (6)

2.3. Random excitation of road

By using power spectral density function, the characterization of random pavement is expressed as
follows: [4-5]
n
Gq (n)  Gq (n0 )( ) W nl  n  nu (7)
n0
In which, n is time frequency, nu and nl are upper and lower limit of spatial frequency of road
1
spectrum, n0 =0.1 m is reference space frequency, W is frequency index.
The road spatial power spectrum density could be changed to time power spectrum density as
follows:
1 u
Gq ( w)  Gq ( f )  Gq (n)   2  2 n0 2 Gq (n0 ) (8)
u w2
And power spectrum matrix of 4 wheels is:
 1 coh(n) e  j 2 nl coh(n)e  j 2 nl 
 
coh(n) 1 coh(n)e  j 2 nl e  j 2 nl
Gq (n)     G ( n) (9)
 e j 2 nl coh(n)e j 2 nl 1 coh(n) 
q

 j 2 nl 
coh(n)e e j 2 nl coh(n) 1 
In which, cohxy (n) is the coherence coefficient for the wheels, it can be expressed as: [6]
(a  bn) r 0  n  0.1


cohx2y (n)  (a  0.1b) r 0.1  n  2 (10)

0 2 n
In which, a  1 , b  10*(1  0.11/ r ) , r  4*B , B is the tread.

2.4. The evaluation index system of suspension performance

The vehicle ride comfort and stability is determined by suspension, the performance of which can be
evaluated through the following three basic parameters:
(1) The vibration acceleration response
The calculation of the frequency response function of the second derivative of the output to the
displacement input is:
H  ( jw)  w2 H X1 q ( jw) (11)
X 1 q
The time power spectrum of the vertical vibration acceleration of the vehicle body is:
 G1 L G14   H 11


 M   (12)
S  ( w)  w4G11  w4  H11 L H14   O M   M
x1
G41  H  
 L G44 
 14 

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IOP Conf. Series: Journal of Physics: Conf. Series 1303 (2019) 012060 doi:10.1088/1742-6596/1303/1/012060

It is expressed through root mean square of vertical body acceleration:

1 1
1  1 
 (  2 S  ( w)dw)  (  (13)
2 2
2 w4G11dw)
2 2

x1 0 x1 0

(2) Suspension stroke

Suspension stroke parameter is defined as the wheels and the body displacement difference RMS
value, which can be used to describe the degree of relative displacement of the static state. Suspension
stroke parameter has great influence on handling stability of vehicle.
The four suspension stroke is defined as:
f d 1  x1  Ls1 x2  L1 x3  x4
f d 2  x1  Ls1 x2  L1 x3  x5 (14)
f d 3  x1  Ls 2 x2  L2 x3  x6
f d 4  x1  Ls 2 x2  L2 x3  x7
And the four suspension stroke RMS is calculated as follows:
1 1
1 
 f  ( 2  b2 2  L2 2   2 ) 2  (
d1 x1 1 x 2 1 x 3 x 4
2  0
2(G11  b12G22  L21 G33  G44 )dw) 2
1 1
1 
 f  ( 2  b2 2  L2 2   2 )  (  2(G11  b12G22  L21 G33  G55 )dw)
2
2
(15)
d2 x1 1 x 2 1 x 3 x 5
2 0

1
 1 2
1

 f  (  b2  x 2  L  x 3   x 6  b2  x 7 )    2(G11  b G22  L2 G33  G66  b2 G77 )dw 
2 2 2 2 2 2 2 2 2 2 2 2

 2
2 2
d3 x1 0

1
 1 2
1

 f  (  b2  x 2  L  x 3   x 6  b2  x 7 )    2(G11  b G22  L2 G33  G66  b2 G77 )dw 
2 2 2 2 2 2 2 2 2 2 2 2

 2
2 2
d4 x1 0

(3) Relative dynamic load of wheels
The relative dynamic load parameters are defined as the variation root mean square relative to the
static load of the tires.
The four wheels dynamic load are:
Fd 1 gG1-1 =kt1 ( x4  q1 )gG1-1 =c1 ( x4  q1 )
Fd 2 gG2 -1 =kt 2 ( x5  q2 )gG2 -1 =c2 ( x5  q2 ) (16)
Fd 3 gG3-1 =kt 3 ( x6  q3 )gG3-1 =c3 ( x6  q3 )
Fd 4 gG4 -1 =kt 3 ( x7  q4 )gG4 -1  c4 ( x7  q4 )
In which, Gi i  1,2,3,4 is the static load of four wheels on the ground obtained by mechanical
analysis:
G1  L2mb g  2 L   mu1 g
-1

G2  L2mb g  2 L   mu 2 g
-1

(17)
G3  L1mb g  2 L   mu 3 g
-1

G4  L1mb g  2 L   mu 4 g
-1

The frequency response function of relative dynamic load on the input excitation is:
c1 ( H 41  1) c1 H 42 c1 H 43 c1 H 44 
 c H c2 ( H 52  1) c2 H 53 c2 H 54  (18)
H Fd  2 51
q  c3 H 61 c3 H 62 c3 ( H 63  1) c3 H 64 
 
G

 c4 H 71 c4 H 72 c4 H 73 c4 ( H 74  1) 
Power spectral density of dynamic load response and input excitation have the following
relationship:

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IOP Conf. Series: Journal of Physics: Conf. Series 1303 (2019) 012060 doi:10.1088/1742-6596/1303/1/012060

T
     
GFd ( w)    H Fd  Gq ( w) 

 H Fd  (19)
 G   G   G
After that, the root mean square value of dynamic tire load is:
1
 1  2
F
di

 2
 0
2G Fd (i, i )dw
G 
(20)
G

3. Vehicle dynamic simulation

The vehicle dynamic model is calculated through Matlab program, as shown in Figure 2, the
unevenness of the military undulating soil road with time and the spatial frequency distribution
characterized by power spectral density are given, which can be used as an input load for vehicle
dynamic models. Figure 3 shows a two-dimensional map of the vibration acceleration of the driver's
position with the suspension damping ratio, and a three-dimensional map with the front and rear
suspension damping coefficients, it provides basis for the optimization characteristics and the
evaluation of vehicle ride comfort. Similarly, Figure 4 shows the variation of the relative stroke of the
suspension with the damping coefficient, which can be used to evaluate the steering stability of the
vehicle.
0.2

0.15

0.1

0.05

-0.05

-0.1

-0.15
0 10 20 30 40 50 60 70 80
(a)
0
10

-2
10

-4
10

-6
10

-8
10
-2 -1 0 1
10 10 10 10
(b)
Figure 2. Frequency domain characteristics of undulating pavement.

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MEIE2019 IOP Publishing
IOP Conf. Series: Journal of Physics: Conf. Series 1303 (2019) 012060 doi:10.1088/1742-6596/1303/1/012060

1.1

Root mean square acceleration(m/s2) 1

0.9

0.8

0.7

0.6

0.5

0.4

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7

Damping ratio

(a)
Driver RMS root m ean square value(m/s2)

1.1

0.9

0.8

0.7
3
2 2
4
1.5
x 10 1 1 4
0.5 x 10
0 0
Front suspension damping(Ns/m) Rear suspension damping(Ns/m)

(b)
Figure 3. Vertical vibration acceleration response of different damping.

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MEIE2019 IOP Publishing
IOP Conf. Series: Journal of Physics: Conf. Series 1303 (2019) 012060 doi:10.1088/1742-6596/1303/1/012060

0.16

0.14
Suspension relative stroke/m

0.12

0.1

0.08

0.06

0.04

0.02
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35
Damping ratio

(a)
Root mean square value of the suspension stroke(m)

-3
x 10

12

10

4
4
3 3
2.5
4 2 2
x 10 4
1 1.5 x 10
1
Front suspension damping(Ns/m) 0 0.5
Rear suspension damping(Ns/m)

(b)
Figure 4. Suspension relative stroke response of different damping.

4. Conclusions
(1) Based on the 4X4 military wheeled vehicle, the vehicle dynamic model was constructed, and the
analytical calculation method was developed to clarify the index system for evaluating vehicle comfort.
(2) A random road spectrum of off-road pavement was prepared, and the grade of the pavement
was evaluated by power spectral density, which provides quantifiable input excitation for the dynamic
model.
(3) Based on the vibration acceleration of the vehicle body, the optimal matching strategy of
suspension elasticity and damping characteristics under different road surface and vehicle speed is
established, which provides theoretical support for the development of vehicle chassis system.

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MEIE2019 IOP Publishing
IOP Conf. Series: Journal of Physics: Conf. Series 1303 (2019) 012060 doi:10.1088/1742-6596/1303/1/012060

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