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Research Papers

Validation of a Real-Time Multibody Model for an X-by-Wire Vehicle Prototype Through Field Testing

[+] Author and Article Information
Roland Pastorino

PMA Division,
Department of Mechanical Engineering,
KU Leuven,
Leuven 3001, Belgium
e-mail: roland.pastorino@mech.kuleuven.be

Emilio Sanjurjo

Laboratorio de Ingeniería Mecánica,
University de La Coruña,
Ferrol 15403, Spain
e-mail: emilio.sanjurjo@udc.es

Alberto Luaces

Laboratorio de Ingeniería Mecánica,
University de La Coruña,
Ferrol 15403, Spain
e-mail: aluaces@udc.es

Miguel A. Naya

Associate Professor
Laboratorio de Ingeniería Mecánica,
University de La Coruña,
Ferrol 15403, Spain
e-mail: emilio.sanjurjo@udc.es

Wim Desmet

Professor
PMA Division,
Department of Mechanical Engineering,
KU Leuven,
Leuven 3001, Belgium
e-mail: wim.desmet@mech.kuleuven.be

Javier Cuadrado

Professor
Laboratorio de Ingeniería Mecánica,
University de La Coruña,
Ferrol 15403, Spain
e-mail: javicuad@cdf.udc.es

1Corresponding author.

Contributed by the Design Engineering Division of ASME for publication in the JOURNAL OF COMPUTATIONAL AND NONLINEAR DYNAMICS. Manuscript received December 27, 2013; final manuscript received April 23, 2014; published online February 11, 2015. Assoc. Editor: Corina Sandu.

J. Comput. Nonlinear Dynam 10(3), 031006 (May 01, 2015) (11 pages) Paper No: CND-13-1327; doi: 10.1115/1.4028030 History: Received December 27, 2013; Revised April 23, 2014; Online February 11, 2015

This research focuses on the experimental validation of a real-time vehicle multibody (MB) model whose bodies are considered rigid. For this purpose, a vehicle prototype has been built and automated in order to repeat reference maneuvers. Numerous sensors on the prototype gather the most relevant magnitudes of the vehicle motion. Two low speed maneuvers involving the longitudinal and lateral vehicle dynamics have been repeated multiple times in a test area. Then, a real-time MB model of the vehicle prototype has been self-developed as well as a simulation environment that includes a true graphical environment, a true road profile, and collision detection. Subsystems like brakes and tires have also been modeled. Both test maneuvers have been simulated with the MB model in the simulation environment using inputs measured experimentally. Selected simulation variables have been compared to their experimental counterparts provided with a confidence interval (IC) that characterizes the field testing (FT) process errors. The results of the comparisons show good correlation between simulation predictions and experimental data, thus allowing to extract useful guidelines to build accurate real-time vehicle MB models. In this way, the present work aims to contribute to the scarce literature on vehicle complete validation studies.

Copyright © 2015 by ASME
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References

Figures

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Fig. 1

Self-developed XBW vehicle prototype

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Fig. 2

Brake pressure for the straight-line maneuver

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Fig. 3

Throttle angle for the straight-line maneuver

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Fig. 4

Longitudinal acceleration: seven repetitions

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Fig. 5

Left front wheel speed: seven repetitions

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Fig. 6

Right rear wheel torque

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Fig. 7

Points and vectors of the modeling

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Fig. 8

Brake pressure for the L-turn maneuver

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Fig. 9

Throttle angle for the L-turn maneuver

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Fig. 10

Rack and pinion system angle for the L-turn maneuver

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Fig. 11

Longitudinal acceleration: six repetitions

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Fig. 12

Lateral acceleration: six repetitions

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Fig. 13

Rear wheel torque for the L–turn maneuver: six repetitions

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Fig. 14

Left front wheel speed: six repetitions

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Fig. 15

Chassis x-axis angular velocity: six repetitions

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Fig. 16

3D topographic model of the test track

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Fig. 17

Spheres for the collision detection of the tires

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3D model of the campus with the sky-dome

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Test track (a) photo and (b) 3D surroundings

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Test track (a) photo and (b) 3D surroundings

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Fig. 21

Mean and CI of the rear wheel torques for the straight-line maneuver

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Fig. 22

Mean and CI of the brake pressures for the straight-line maneuver

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Left front wheel speed: CI and MB model

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Fig. 24

Longitudinal acceleration: CI and MB model

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Fig. 25

CI and MB model for the chassis y-axis angular velocity

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Fig. 26

Rear wheel torque for the L-turn maneuver: mean and CI

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Fig. 27

Longitudinal acceleration: CI and MB model

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Lateral acceleration: CI and MB model

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Fig. 29

Left front wheel speed: CI and MB model

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Fig. 30

Chassis x-axis angular velocity: CI and MB model

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Fig. 31

CI and MB model for the yaw angular velocity

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Fig. 32

CI and MB model for the chassis y-axis angular velocity

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