Schmeitz 2013 Mftyre Presentatie PDF

MF-Tyre/MF-Swift
Copyright TNO, 2013
MF-Tyre/MF-Swift
Dr. Antoine Schmeitz
Copyright TNO, 2013 Dr. Antoine Schmeitz

MF-Tyre/MF-Swift
Introduction
TNO’s tyre modelling toolchain
tyre (virtual) testing parameter fitting

+ tyre model
signal tyre MBS
database MF-Tyre
processing TYDEX files property solver
file MF-Swift
MF-Tool
Measurement Identification Simulation
Copyright TNO, 2013 1

MF-Tyre/MF-Swift

MF-Tyre/MF-Swift
Introduction
What is MF-Tyre/MF-Swift?
MF-Tyre/MF-Swift is an all-encompassing tyre model
for use in vehicle dynamics simulations
This means:
emphasis on an accurate representation of the generated (spindle) forces
tyre model is relatively fast
can handle continuously varying inputs
model is robust for extreme inputs
model the tyre as simple as possible, but not simpler for the intended
vehicle dynamics applications

MF-Tyre/MF-Swift
Introduction
Model usage and intended range of application
All kind of vehicle handling simulations:

e.g. ISO tests like steady-state cornering, lane changes, J-turn, braking, etc.
Sine with Dwell, mu split, low mu, rollover, fishhook, etc.
Vehicle behaviour on uneven roads:
ride comfort analyses
durability load calculations (fatigue spectra and load cases)
Simulations with control systems, e.g. ABS, ESP, etc.
Analysis of drive line vibrations
Analysis of (aircraft) shimmy vibrations; typically about 10-25 Hz
Used for passenger car, truck, motorcycle and aircraft tyres

MF-Tyre/MF-Swift

MF-Tyre/MF-Swift
Modelling aspects and contents (1)
1. Basic tyre properties and constitutive relations

for tyre radii, contact patch size, stiffness, rolling resistance
nonlinear, effects of loads, velocity, inflation pressure
2. Inclusion of measured tyre steady-state slip characteristics
described by load and inflation pressure dependent Magic Formula
responses to sideslip, longitudinal slip, camber and turn slip
3. Tyre transients / relaxation length properties
carcass compliance
proper contact transient properties due to finite contact length
4. Inclusion of belt dynamics
primary natural frequencies (rigid ring modes) and gyroscopic effects
5. Tyre rolling over uneven road surface
tyre deformation on obstacles, arbitrary uneven roads

MF-Tyre/MF-Swift
Modelling aspects and contents (2)
6. Model usage and availability

selection of complexity level
road definition
7. Model parameterisation
measurement requirements
MF-Tool
8. Concluding remarks

MF-Tyre/MF-Swift

MF-Tyre/MF-Swift
1. Basic tyre properties and constitutive

relations

MF-Tyre/MF-Swift
Some definitions
For a freely
normal to the road
rolling wheel:
• free tyre radius RΩ Vx
RΩ Re =
• loaded radius Rl Ω
Ω γ
• effective rolling radius Re ρ = RΩ − Rl
• tyre deflection ρ
Vx Fz Re Rl
• forward velocity Vx
Mz
• wheel spin velocity Ω ρ
• longitudinal slip velocity Vsx C
Fx Mx
• lateral slip velocity Vsy S Fy M
Vsx Vsy y
• longitudinal force Fx
• lateral force Fy
• vertical force Fz
• overturning moment Mx • self aligning moment Mz
• rolling resistance moment My • inclination angle γ

MF-Tyre/MF-Swift

MF-Tyre/MF-Swift
Constitutive relations
Tyre radii, stiffness, contact patch dimensions, rolling resistance, etc. are non-
constant for different operating conditions (load, velocity, etc.)
In MF-Swift nonlinear empirical relations are used to describe these basic tyre
properties
coefficient from curve fitting

Examples:
vertical force
Fz = f (ρ ,Ω, Fx , Fy , pi )
Fz
 R q F  q F  
2 2
Fz = 1 + qv 2 0 Ω −  Fcx x  −  Fcy y   ⋅
 V0  Fz 0   Fz 0  

 2

 q ρ + q  ρ  (1 + p dp )F
Fz 2  
 Fz1
R0  R0  
Fz1 i z0

10

MF-Tyre/MF-Swift
Constitutive relations
effective rolling radius coefficient from curve fitting
Fz 0   F  F 
Re = RΩ −  Dreff arctan Breff z  + Freff z 
cz   Fz 0  Fz 0 
  ΩR0  
2
RΩ = R0  qre 0 + qv1  
  V0  

Fz

MF-Tyre/MF-Swift
11

MF-Tyre/MF-Swift
2. Inclusion of measured tyre steady-state

slip characteristics (magic formula)
12

MF-Tyre/MF-Swift
Magic Formula
Descriptions are available for the three steady-state modes of slip

Equations depend on vertical load Fz, inclination angle γ and inflation
pressure pi ; [Fx, Fy, Mx, My, Mz] = MF (Fz, κ, α, γ, ϕ, pi, V)
+ combinations
V
side slip Vsy ψ&
α  Vsy 
turn slip
ϕt = −
α = arctan  

+ camber V
Vx
Mz  Vx  spin ψ&
R
Fy
Fy Ω V
Vx
Vsx V − Vr Mz
Fy
κ =− =− x
Vx Vx Fx Fy
t
0
V − ΩRe Vsx Mz
Mz
=− x
Vx Fx
α
0 0.1 0.2 0.3 0 0.1 0.2 0.3
aϕ = a/R
longitudinal slip
0 0.1
κ 0.2 0.3

MF-Tyre/MF-Swift
13

MF-Tyre/MF-Swift
Magic Formula
Notion: the base tyre characteristics Fx=f(κ), Fy=f(α) and Mz=f(α) have a
sinusoidal shape, with a “stretched” horizontal axis for large values of slip
This consideration is the basis for a tyre model known as “Magic Formula”
Some notes:
First versions developed by Egbert Bakker (Volvo) and prof. Pacejka (TU
Delft, TNO)
MF-Tyre software developed and distributed by TNO since 1996
Probably the most popular tyre model for vehicle handling simulations
(worldwide!)
14

MF-Tyre/MF-Swift
Base Magic Formula
f = D sin[ C arctan { Bx – E( Bx – arctan(Bx) )} ]
F(x) = f(x) + SV X : input, e.g. α or κ D : peak factor

x = X + SH F : output, e.g. Fy or Fx C : shape factor
f F B : stiffness factor
SH E : curvature factor
SH,V : hor./vert. shift
D f∞
x Note:
SV X • C determines the limit value when x→∞
arctan(BCD)
• BCD determines the slope near the origin
• B, E & C determine the location of the peak

MF-Tyre/MF-Swift
15

MF-Tyre/MF-Swift
Stretching the sine…

parameters in this example:
B=8, C=1.5, D=5500, E=-2
16

MF-Tyre/MF-Swift
Example: pure longitudinal slip characteristics
where:
• coefficients p are
determined in curve
fitting process
• scaling coefficients λ:
• equal 1 during fitting
process
• may be used to adjust
tyre characteristics
note:
• vertical load increment:
• Kx = Cfκ: longitudinal slip stiffness F − Fz 0
df z = z
• Bx is calculated from Cx, Dx and Kx Fz 0
• Fz0 is nominal load
• equations simplified for educational reasons…

MF-Tyre/MF-Swift
17

MF-Tyre/MF-Swift
Example: pure longitudinal slip characteristics
result after fitting coefficients: ⇒

data reduction:
495 measurement points ⇒ 11 coefficients
interpolation/extrapolation (load, braking/driving):
18

MF-Tyre/MF-Swift
Magic Formula
Similar equations exist for Fx, Fy, Mx, My and Mz

Combined slip: reduction of Fx and Fy by applying a
weighting function G to the ‘pure’ characteristics
Example: Fx = Gxα ⋅ Fx 0
In total 144 parameters that are curve fitted
using an automated process;
typical fit errors of a few percent
vertical force Fz
longitudinal slip κ Fx longitudinal force
side slip angle α Fy lateral force
Magic
inclination angle γ Mx overturning moment
Formula
turn slip ϕt My rolling resistance moment
forward velocity Vx Mz self aligning moment
inflation pressure pi
parameters: general (4), Fx (29), Fy (50), Mx (15), My (8), Mz (38)

MF-Tyre/MF-Swift
19

MF-Tyre/MF-Swift
3. Tyre transients / relaxation length

properties
20

MF-Tyre/MF-Swift
Tyre transients
Measure step response to

side slip angle
Procedure:
1. Apply steering angle of 1 deg.
2. Load the tyre
3. Start rolling the track at low
velocity (e.g. 0.05 m/s)

MF-Tyre/MF-Swift
21

MF-Tyre/MF-Swift
Tyre transients
• Tyre cannot instantaneously react to changes in slip

• Travelled distance required to build up forces ϕ γ
.
• Relaxation effects exist for all modes of slip -ψ wheel plane
This is due to:

belt
1. carcass compliance
2. finite contact length
_
Vc _*
In MF-Swift both are considered: α V
1. carcass stiffness → springs α*
C
2. contact patch slip model
ϕ*
(Magic Formula (MF) slip model and
contact patch transients)
22

MF-Tyre/MF-Swift
Simplified example carcass stiffness
• Assume linear tyre model for small slip angles:

v
Fy = Cα α =−
u
• Create dynamic tyre model by accounting for tyre sidewall stiffness:
. .
Fy = Cα ′ = kε C α ′ = kε
.
v+ε
• Dynamic side slip angle: ′
α =− wheel plane
u
C1 v
α& ′ + α ′= − = α
ku u
contact patch
• Introducing the relaxation length σ (=C/k) and V≈u:

σ .
α′ +α′ = α Fy = Cα ′
V

MF-Tyre/MF-Swift
23

MF-Tyre/MF-Swift
• First order dynamics between lateral force and side slip angle input, transfer
function:
C σ
H Fy ,α ( s ) = time constant:
σ V
s +1
V
• Relaxation length σ does not depend on forward velocity V:
• response time reduces when increasing V;
• travelled distance required to build up the lateral force remains the same.
24

MF-Tyre/MF-Swift
step response (α = 1 deg, C = 1000 N/deg, σ = 0.5 m)

MF-Tyre/MF-Swift
25

MF-Tyre/MF-Swift
Tyre relaxation effects
• Experiments show that relaxation length processed measurements:

depends on: relaxation lengths σα from
small changes in side slip
• vertical load Fz
angle (∆α = 0.5°)
• slip level
• inflation pressure
• Thus also relaxation effects when Fz is
changed at e.g. constant side slip
Modelling
Slip and vertical load dependency can be
included by using nonlinear slip characteristics
(MF) and load and inflation pressure
dependent carcass stiffness
26

MF-Tyre/MF-Swift
Contact patch slip model
• For shorter wavelengths λ (0.1 < λ < 5 m) of e.g. side slip, the finite length of
the contact patch needs to be considered
• Important for aligning torque response to sideslip and for turn slip
MF-Swift contact patch slip model:

• Contact patch has stiffness (stiffness of tread elements)
• From physical brush model derived differential equations for contact patch
transients (relaxation lengths depend on slip and tread stiffness)
• Nonlinear slip characteristics from Magic Formula model
(basically the brush model slip characteristics are replaced by the more
accurate Magic Formula characteristics)

MF-Tyre/MF-Swift
27

MF-Tyre/MF-Swift
Contact patch slip model
In total 7 nonlinear 1st-order differential equations (derived from brush model):

• one 1st-order differential equation for κc’
• two 1st-order differential equations for αc’ and αt’ κc’, αc’, αt’, ϕc’
• four 1st-order differential equations for ϕc’ inputs into
Magic Formula
contact patch step responses
κ α ϕ
Fx Fy -Mz Fy Mz
0 s 0 s 0 s 0 s 0 s
κ α α ϕ ϕ
0 s 0 s 0 s 0 s 0 s
28

MF-Tyre/MF-Swift
Contact patch slip model V

α
-β
αc
-Mz Fy
contact patch
carcass slip quantities
forces, contact κc
moments patch
dynamics αc first-order
contact
Fx + transient
Fy tyre carcass -β st slip
equations
compliance deflection
Mz angle
κ'c
α'
transient slip
slip forces
Magic quantities
and moments
Formula

MF-Tyre/MF-Swift
29

MF-Tyre/MF-Swift
Wheel load oscillations at constant side slip
Fz = Fzo +Fzv sin(2π s/λ) Fzo = 4000N Fzv = 2000N α = 5o V = 0.6 m/s
side force λ= moment

6 0.3150
0.6
Fy 1.2 -Mz
5 2.4m
100
[kN]
4 [Nm]
50
3 model
2 0
6 150
Fy -Mz
5 test
100
[kN]
4 [Nm]
50
3
2 0
0 0.2 0.4 0.6 0.8 1 0 0.2 0.4 0.6 0.8 1
s/λ s/λ
30

MF-Tyre/MF-Swift
4. Inclusion of belt dynamics

MF-Tyre/MF-Swift
31

MF-Tyre/MF-Swift
MF-Swift: inclusion of belt dynamics
• First mode shapes are rigid belt vibrational modes

• Below about 100 Hz we can suffice considering these modes
Rigid ring / tread band
Rim Sidewall stiffness &

damping (6 DOF)
Residual
stiffness &
damping Road surface (flat)
Magic Formula
slip model
32

MF-Tyre/MF-Swift
Residual stiffness
Residual stiffness elements (ccz, ccy, ccΨ, ccx) between belt and contact patch
• assure correct overall tyre stiffness resulting in correct loaded radius vs.
vertical force and correct relaxation lengths
• describe the effects of the modes that lie above the maximum frequency of
interest (high-frequency modes, i.e. non rigid belt modes)
vertical lateral tangential
rim and yaw
belt rim
wheel
belt
plane
contact Msy Fsy Fsx
-zcr patch r
ccz belt ψ Msx
c ccx
ccψ xcr
ccy FN Msz
ycr

MF-Tyre/MF-Swift
33

MF-Tyre/MF-Swift
In-plane modes and natural frequencies
featured by model at stand-still

after having fitted parameters from tests on loaded and rolling tyre
free
rotational 0Hz vertical 74Hz torsional 78Hz longitudinal 74Hz
loaded
in-phase 33Hz vertical 80Hz anti-phase 76Hz longitudinal 100Hz
34

MF-Tyre/MF-Swift
Out-of-plane modes and natural frequencies
featured by model at stand-still

after having fitted parameters from tests on loaded and rolling tyre
free
lateral 42Hz yaw 46Hz camber 46Hz
loaded
camber 44Hz yaw 46Hz lateral 103Hz

MF-Tyre/MF-Swift
35

MF-Tyre/MF-Swift
Validation: dynamic braking
longitudinal force response
V = 25 km/h
Fz = 4000 N
to brake torque variations to wheel slip variations

30 200
belt
slip stiffness
Fx dynamics Fx
MB κ
[1/m] [N]
0 0
180 180
relaxation length
90 90
φ 0 φ 0
experiment
-90 -90
model
-180 -180
0 20 40 60 80 100 0 20 40 60 80 100
n [Hz] n [Hz]
36

MF-Tyre/MF-Swift
Validation: yaw oscillation
side force and moment

response to yaw Note: splitting of single peak at
low velocity into two peaks
oscillations at (camber and yaw mode) due to
different speeds gyroscopic action
amplitude ratio Fy ψ amplitude ratio Mz ψ

6
10 106
Experiment
105
Simulation
5
10 104
V = 110 km/h
V = 110 km/h
103
4
V = 20 km/h V = 20 km/h
10 102
100 101 100 101
Frequency [Hz] Frequency [Hz]

MF-Tyre/MF-Swift
37

MF-Tyre/MF-Swift
side force and moment response to yaw

oscillations at different speeds
Note: splitting of single peak at
Vx = αo = 0 low velocity into two peaks
25 km/h (camber and yaw mode) due to
59 km/h gyroscopic action
92 km/h experiments simulations
6 6 6 6
10 10 10 10
Fy side force Mz moment Fy side force Mz moment

ψ ψ ψ ψ
5 4 5 4
10 10 10 10
N Nm N Nm
rad rad rad rad
4
10
4
10
2
10 102
180 180 180 180
φMψ
90 90
φFψ
90
φMψ
90
φFψ
0 0 0 0
[o ] [o ] [o ] [o ]
-90 -90 -90 -90
-180 0 1
-180 0 1
-180 0 1 -180 0 1
10 n 10 [Hz] 10 n 10 [Hz] 10 n 10 [Hz] 10 n 10 [Hz]
38

MF-Tyre/MF-Swift
side force and moment response to yaw

oscillations at different slip angles
α0 = Vx =59km/h
0o
1o
o
3
5
o experiments simulations
106 106 106 106
Fy side force Mz moment Fy side force Mz moment

ψ ψ ψ ψ
5 4 5 4
10 10 10 10
N Nm N Nm
rad rad rad rad
4 2 4 2
10 10 10 10
180 180 180 180
φFψ φMψ φFψ φMψ

90 90 90 90
0 0 0 0
[o ] [o ] [o ] [o ]
-90 -90 -90 -90
-180 0 1 -180 0 1 -180 0 -180 0

10 n 10 [Hz] 10 n 10 [Hz] 10 n 101 [Hz] 10 n 101 [Hz]

MF-Tyre/MF-Swift
39

MF-Tyre/MF-Swift
Validation: step changes in brake pressure
responses to Fz = 4000N, Vx= 25km/h

successive step brake force wheel speed of rev.
3000 23
changes in brake
Ω
simulation
-Fx
pressure versus time simulation
2000 22 23
Note: [N]
• steps in brake pressure [rad/s]
up to wheel lock; then 1000 21 22
brake released
• vibrations (about 28 Hz) experiment
attributed to the in- 20
0 21
phase rotational mode experiment
of the system with the
brake and axle inertia
included 0 20 20
0 time [s] 2.5 0 time [s] 2.5
40

MF-Tyre/MF-Swift
Validation: step changes in brake pressure
responses to successive step changes in brake pressure versus longitudinal

wheel slip Note:
• similarity with longitudinal slip characteristics
• maximum friction in experiment earlier reached
brake force
3000
simulation
-Fx
experiment
2000
[N]
1000 Fz = 4000N, Vx= 25km/h
0
-κ
0 2 4 6 8 10 12
[%]
wheel slip

MF-Tyre/MF-Swift
41

MF-Tyre/MF-Swift
Validation: step changes in steering angle
time
side force response to 0 1 2 [s] 3 4
successive step changes in 4000 side

force
steer angle versus time Fy o
o
o
7 8
3000 experiment o 6 4000
5
Note: 4
o
Fy
• vibrations attributed to o
2000 3 3000
yaw/camber mode with
frequency of about 40 Hz [N] o
2
• decrease overall relaxation 1000 simulation 2000
length at larger sideslip o
1 [N]
angles
0 1000
Fz =3700N, Vx=25 km/h
ψ =0o
0
0 1 2 [s] 3 4
time
42

MF-Tyre/MF-Swift
Validation: step changes in steering angle
0 1 time 2 [s] 3 4
aligning moment response to
200
successive step changes in steer -Mz experiment
100
angle versus time
0
[Nm]
-100 200
-Mz
-200 100
0
[Nm]
moment -100
simulation
-200
0 1 2 3 4
time [s]
Fz =3700N, Vx=25 km/h

MF-Tyre/MF-Swift
43

MF-Tyre/MF-Swift
5. Tyre rolling over uneven road surface
44

MF-Tyre/MF-Swift
Summarising
So far:
excitation of the tyre via axle motions or braking/steering on a flat road
surface
Next:
tyre dynamics can also be excited via the road;
for short wavelength unevenness (e.g. short obstacles/cleats) the tyre
enveloping behaviour is important:

MF-Tyre/MF-Swift
45

MF-Tyre/MF-Swift
Enveloping example: rolling over short obstacle
Constant axle height experiment
Three distinct responses:

• variations in vertical force
• variations in longitudinal force
• variations in wheel spin velocity
Note:
• tyre touches obstacle before and after
wheel centre is above the obstacle!
• shape of the response is totally
different from obstacle shape
46

MF-Tyre/MF-Swift
Phenomena enveloping behaviour
lengthening swallowing
response obstacles
filtering
unevenness
filtered response
at axle
road profile

MF-Tyre/MF-Swift
47

MF-Tyre/MF-Swift
The effective road surface
Assumptions
• The tyre contact zone, where the large deformations due to envelopment of
the unevenness occur, dynamically deforms mainly in the same way as it
does quasi-statically
• Local dynamic effects can be neglected
• Rigid ring model takes care of the tyre dynamics
Approach
• A special road filter has been developed to take care of the enveloping
properties
• This filtered road surface is called the effective road surface
• Instead of the actual road surface, this effective road surface is the input of
the rigid ring model
48

MF-Tyre/MF-Swift
The effective road surface
The concept of the effective road surface constant

is that for each axle position an 2-D
effective road plane can be defined the position
F
V
z axle
and orientation of which is governed by the
resulting tyre force.
FH
βy
Definition
• Vertical position w of eff. road plane
varies according to vertical axle movement zaxle
w F
at constant vertical load FV. = ∆ z axle N µ=0
• Slopes βy (and βx for 3D) of the eff. road plane

according to orientation of the resulting tyre force
FN when moving over frictionless surface (µ = 0).

MF-Tyre/MF-Swift
49

MF-Tyre/MF-Swift
Tandem-cam enveloping model
F
cam
cam
wheel
centre
cam
cam
ls
w
ls -βy
50

MF-Tyre/MF-Swift
3D Tandem-cam enveloping model
Four effective road input quantities

Road curvature dβy /dx used for extra variation of the eff. rolling radius
dβ y
+ contact patch width
dx
ISO z
y x
w −βx
−βy

MF-Tyre/MF-Swift
51

MF-Tyre/MF-Swift
3D Tandem-cam enveloping model
For higher accuracy on short obstacles one might introduce:
• for w and βy:

• more parallel
tandems
(multi-track) '6x5' cams
= 18 cams
• for βx:
• intermediate
cams at the
side edges
52

MF-Tyre/MF-Swift
Example of validation result

MF-Tyre/MF-Swift
53

MF-Tyre/MF-Swift
Example of validation result
54

MF-Tyre/MF-Swift
Low speed perpendicular and inclined cleat tests

MF-Tyre/MF-Swift
55

MF-Tyre/MF-Swift
MF-Swift: 3D road unevenness
Enveloping model with elliptical cams
ff
Rigid ring (6 DOF)

Cleat
Sidewall stiffness
Rim & damping
Residual
stiffness &
damping Effective road plane
Slip model
56

MF-Tyre/MF-Swift
Validation: various obstacle shapes

MF-Tyre/MF-Swift
57

MF-Tyre/MF-Swift
Validation: 10 15 15 10
100 290 105mm 237 120 221 50
4000 200
2000 150 vertical mode
PSD √(SFzFz)
∆Fz
∆Fz [N]
0 100
-2000 50
-4000 4
simulations 0
-0.05
x 10 0 0.05 0.1 0.15 0.2 0.25 0 50 100 150
1 measurements 500
400
0.5
in-phase rotational mode
PSD √(S FxFx)

∆Fx
∆Fx [N]
300
0
200
-0.5
100
-1 0
-0.05 0 0.05 0.1 0.15 0.2 0.25 0 50 100 150
10 0.8
5 0.6
)
in-phase rotational mode
ΩΩ
∆Ω [rad/s]
∆Ω 0 PSD √(S 0.4
-5 0.2
-10 0
-0.05 0 0.05 0.1 0.15 0.2 0.25 0 50 100 150
Time [s] Frequency [Hz]
time [s] Fz0 = 4000 N, V = 39 km/h frequency [Hz]
58

MF-Tyre/MF-Swift
Validation: Strip 10x50 mm, 34°, Fz0 = 4 kN

measurement model
1500 40
1000 30
Vdrum= 39 km/h
∆Fz
∆ Kz [N]
√(SKzKz)
500 20
0 10
-500 0
-0.05 0 0.05 0.1 0.15 0.2 0 20 40 60 80 100 120 140 160 180 200
4000 150
2000
rotational mode
∆Fx
100
∆ Kx [N]
)
KxKx
0
√(S
50
-2000
-4000 0
-0.05 0 0.05 0.1 0.15 0.2 0 20 40 60 80 100 120 140 160 180 200
4 0.2
2 0.15
rotational mode
∆Ω
Ω [rad/s]
√(SΩΩ )
0 0.1
-2 0.05
-4 0
-0.05 0 0.05 0.1 0.15 0.2 0 20 40 60 80 100 120 140 160 180 200
time [s] frequency [Hz]

MF-Tyre/MF-Swift
59

MF-Tyre/MF-Swift
Validation: Strip 10x50 mm, 34°, Fz0 = 4 kN

measurement model
500 20
15
∆Fy
∆ Ky [N]
√(SKyKy)
0 10
5 camber mode
-500 0
-0.05 0 0.05 0.1 0.15 0.2 0 20 40 60 80 100 120 140 160 180 200
100 3
50
camber
2
∆ Tz [Nm]
∆Mz
√(STzTz)
0
yaw mode
1
-50
-100 0
-0.05 0 0.05 0.1 0.15 0.2 0 20 40 60 80 100 120 140 160 180 200
100 6
50
4
∆ Tx [Nm]
∆Mx
√(STxTx)
0 camber mode
2
-50
-100 0
-0.05 0 0.05 0.1 0.15 0.2 0 20 40 60 80 100 120 140 160 180 200
time [s] frequency [Hz]
60

MF-Tyre/MF-Swift
Validation: running over pothole while braking
constant axle height 15mm 500mm
constant speed
medium brake large brake
free rolling torque
torque
3
measurements
∆FX
simulations 2
1
[kN]
0
-1
FVo= 4000N
-2
V = 35km/h
-3
-4
0.0 0.1 0.2 0.0 0.1 0.2 0.0 0.1 0.2
time [s]

MF-Tyre/MF-Swift
61

MF-Tyre/MF-Swift
Road load simulation example
Durability load calculation at Nissan, Japan

SAE paper 2011-01-0190
durability road OpenCRG file Adams model

digitised 4x4 mm grid 4x4 mm grid size flexible body
9.7 GB binary, 273 MB rigid suspension
MF-Swift 6.1.2
62

MF-Tyre/MF-Swift
Validation: front left shock absorber force

MF-Tyre/MF-Swift
63

MF-Tyre/MF-Swift
Validation: lower link ball joint forces
64

MF-Tyre/MF-Swift
6. Model usage and availability

MF-Tyre/MF-Swift
65

MF-Tyre/MF-Swift
Using the tyre model
Tyre model parameters

Tyre property file (*.tir)
Result of MF-Tool
Road surface definition

Road data file (*.rdf, *.crg)
Select model complexity

Operating or use mode
66

MF-Tyre/MF-Swift
Complexity level of the model can be changed
The most complex model is not always needed (dynamics mode)

Within validity range simulation results are identical
< 1 Hz < 10 Hz, linear < 10 Hz, nonlinear < 60-100 Hz, nonlinear
massless tyre model tyre model includes
mass of the belt

MF-Tyre/MF-Swift
67

MF-Tyre/MF-Swift
Complexity level of the model can be changed
The most complex contact model is not always needed
single point 2D enveloping 3D enveloping
• Depending on the wavelength of the obstacles/unevenness a contact method

can be selected
• For enveloping the number of contact points and cams can be chosen
• 2D/3D enveloping is generally combined with rigid ring dynamics because of
the high frequency excitation
68

MF-Tyre/MF-Swift
Road definition
• Road definitions inside the tyre model

• predefined road profiles with limited set of parameters
(e.g. flat, plank, sine, polyline, drum + cleat)
• 3D measured road profiles (OpenCRG®)
• In many packages it is also possible to use the native road definition, coming
along with the simulation package.
OpenCRG® is on:
http://www.opencrg.org

MF-Tyre/MF-Swift
69

MF-Tyre/MF-Swift
Model availability
MF-Tyre/MF-Swift is available for all major simulation packages used in

vehicle dynamics
70

MF-Tyre/MF-Swift
7. Model parameterisation

MF-Tyre/MF-Swift
71

MF-Tyre/MF-Swift
Tire modelling toolchain
savings $
cost $
Virtual Prototyping
measurement parameter simulation

identification
accumulating error determines accuracy
72

MF-Tyre/MF-Swift
Measurement requirements
MF-Tyre can be parameterised using the following tests:

Geometry, mass and inertia measurements
Force and moment measurements (Magic Formula dataset)
Loaded radius and rolling radius measurements
Footprint measurements
Stiffness measurements
Additionally for MF-Swift

(enveloping and rigid ring components)
Cleat experiments

MF-Tyre/MF-Swift
73

MF-Tyre/MF-Swift
Measurement requirements
geometrical data, specific data for
force & moment stiffnesses, complex tire models. e.g. belt
Source: and transient tests cleat tests, inertias angle, cord stiffness...
German OEM
AK 3.5.1
74

MF-Tyre/MF-Swift
MF-Tool
Fitting of current and

historical tyre models
(including MF 5.2)
Database and
plotting functionality
Software is able to
make estimates
Available at all major
tyre manufacturers
Due to the model’s semi-empirical nature different aspects of the tyre
behaviour can be handled separately in (relatively) small optimisation steps
and represented with maximum accuracy

MF-Tyre/MF-Swift
75

MF-Tyre/MF-Swift
8. Concluding remarks
76

MF-Tyre/MF-Swift
Concluding remarks
The TNO Delft-Tyre toolchain (MF-Tyre/MF-Swift and MF-Tool) offers a

versatile, high quality and cost efficient solution for tyre modelling:
MF-Tyre leading Magic Formula implementation and unique features
MF-Swift extension of MF-Tyre (rigid ring, enveloping, turn slip)
MF-Tool provides independent parameter identification possibilities
MF-Tyre/MF-Swift is one model for many applications

implementations for all main simulation packages
little measurements required
computationally efficient
MF-Tyre (Magic Formula) part is free of charge for many packages
TNO provides parameter identification, training and consultancy
well validated and open/accessible theory (many scientific publications)

MF-Tyre/MF-Swift
77

MF-Tyre/MF-Swift
Roles & responsibilities and contact information
• Model development is done by TNO (large independent research and

technology organisation in The Netherlands)
• Worldwide sales and distribution of Delft-Tyre products (MF-Tyre/MF-Swift
and MF-Tool) is done by TASS (TNO Automotive Safety Solutions), which is a
TNO subsidiary
Website:
http://www.tassinternational.com/delft-tyre
TNO, Delft-Tyre, P.O. Box 756, Helmond, The Netherlands

Willem Versteden (product manager) willem.versteden@tno.nl
Dr. Antoine Schmeitz (technical leader) antoine.schmeitz@tno.nl
78

MF-Tyre/MF-Swift
Further reading
MF-Swift theory extensively described in book:
Hans Pacejka, Tire and Vehicle Dynamics,

third edition, Butterworth-Heinemann, 2012

Schmeitz 2013 Mftyre Presentatie PDF

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MF-Tyre/MF-Swift

Copyright TNO, 2013

Dr. Antoine Schmeitz

Copyright TNO, 2013 Dr. Antoine Schmeitz

TNO’s tyre modelling toolchain

tyre (virtual) testing parameter fitting

Measurement Identification Simulation

Copyright TNO, 2013 1

Copyright TNO, 2013 Dr. Antoine Schmeitz

Copyright TNO, 2013 Dr. Antoine Schmeitz

Model usage and intended range of application

All kind of vehicle handling simulations:

Copyright TNO, 2013 2

Copyright TNO, 2013 Dr. Antoine Schmeitz

Modelling aspects and contents (1)

1. Basic tyre properties and constitutive relations

Copyright TNO, 2013 Dr. Antoine Schmeitz

Modelling aspects and contents (2)

6. Model usage and availability

Copyright TNO, 2013 3

Copyright TNO, 2013 Dr. Antoine Schmeitz

1. Basic tyre properties and constitutive

Copyright TNO, 2013 Dr. Antoine Schmeitz

Copyright TNO, 2013 4

Copyright TNO, 2013 Dr. Antoine Schmeitz

coefficient from curve fitting

Copyright TNO, 2013 Dr. Antoine Schmeitz

effective rolling radius coefficient from curve fitting

Copyright TNO, 2013 5

Copyright TNO, 2013 Dr. Antoine Schmeitz

2. Inclusion of measured tyre steady-state

Copyright TNO, 2013 Dr. Antoine Schmeitz

Descriptions are available for the three steady-state modes of slip

Copyright TNO, 2013 6

Copyright TNO, 2013 Dr. Antoine Schmeitz

Copyright TNO, 2013 Dr. Antoine Schmeitz

Base Magic Formula

f = D sin[ C arctan { Bx – E( Bx – arctan(Bx) )} ]

F(x) = f(x) + SV X : input, e.g. α or κ D : peak factor

Copyright TNO, 2013 7

Copyright TNO, 2013 Dr. Antoine Schmeitz

Stretching the sine…

Copyright TNO, 2013 Dr. Antoine Schmeitz

Example: pure longitudinal slip characteristics

Copyright TNO, 2013 8

Copyright TNO, 2013 Dr. Antoine Schmeitz

Example: pure longitudinal slip characteristics

result after fitting coefficients: ⇒

Copyright TNO, 2013 Dr. Antoine Schmeitz

Similar equations exist for Fx, Fy, Mx, My and Mz

parameters: general (4), Fx (29), Fy (50), Mx (15), My (8), Mz (38)

Copyright TNO, 2013 9

Copyright TNO, 2013 Dr. Antoine Schmeitz

3. Tyre transients / relaxation length

Copyright TNO, 2013 Dr. Antoine Schmeitz

Measure step response to

Copyright TNO, 2013 10

Copyright TNO, 2013 Dr. Antoine Schmeitz

• Tyre cannot instantaneously react to changes in slip

This is due to:

Copyright TNO, 2013 Dr. Antoine Schmeitz

Simplified example carcass stiffness

• Assume linear tyre model for small slip angles: