APPLICATION OF A HYBRIDE COMPUTER FOR THE OPTIMIZATION OF
klOTORVEHICLES
Juergen Schulze 1)
In order to support an optimum design for the oscillating tech-
nique of motor vehicles various computing programmes for the
HRA 7000 (ADT 3000/R 4000) hybride computer have been worked
out. Different computing programmes are available on interchange-
able programming tables for the motor-cycle, motor-car, lorry
and semitrailer. As regards the calculation of oscillations,
non-linearsimulationmodelswith up to seven degrees of freedom
for the simulation are used with road profiles measured at
stochastic excitations. By way of example of a caravan the
principal approach for the optimization of oscillations of mo-
tor vehicles is shown.
Keywords: Mathematical modelling, hybride simulation, real-time
processing, calculation of oscillations, motor-vehicles,
stochastic excitation, optimization
1. Problem andsimulationmodel
The objective was to study the quadratic response for a caravan
at different load, length of die rod damping. The non-linear
shock-absorber curveshould be varied so as to obtain low wheel
load variations at slight accelerations of cushioned mass.
In orderto simulate vertical vehicle oscillations a two -axle
tractor together with a single-axle caravan a plane simulation
model having five masses and six degrees of freedom has been
selected (Fig. 1). Planesimulatlon'models
provide sufficiently
precise results bearing the comparison with the road test.
Moreover, thesimulationmodelallows the calculation of oscillations
of semitrailers and motor-cars. As regards the calculation of
oscillations of the latter the trailer weight is set equal to
zero.
The subsequent non-linearities are considered in the simulation
model:
- rebounding the wheels on all three axles
- curved-linear characteristic curve of springs (2 straight section&J
- curved-linear characteristic curves of shock absorbers
(3 straight sections)
- dry friction in the wheel suspension of the trailer axle.
1) Dipl.-Ing. Juergen Schulze, VEB Barkas-Werke, Main Factory of
IFA-Kombinat PKW, Reseach Dept., Kauffahrtei 31,
DDR-9040 Karl-Marx-Stadt
367
Tyre damplry is negrlected due to the low quantity as compared
with the damping of the cushioned mass.
2. Bsuations of motion
The sequences of motions are described by a system of non-linear
common differeptial equations of the second order. The equations
of motion are formulated in a way of saving computkn& elements.
(1)
(2)
(3)
(41
(5)
(6)
368
3. Excitatipg
In onder to exclitdt the elmulation model single obstructions (poeitive
end negative sInus half-rave) end road contours measured are used.
flier have been provided on a magnetic tape in a frequency-modulated
memory. The road contours are digitalised and stored on a magnetic
plate. An automatic sequence of the calculation for determining
the optimum parameters is possible in a great variety of variants
due to the quick access to the magnetic plate,
During this study of oscillations typical road contoura of a good
bituminous road and those of a poor one are selected for exciting
the simulation,model.
The roads are used at a speed of between
40 and 80 km/h alow a distance of approx. 600 m.
4. Computing programme
In order to carry out computations on the HEA 7000 hybride com-
puter a DIWA programme /3/ meeting the subsequent functions is
generated:
- calculation of the coefficients and potentiometer data
- setting the digital potentiometer and checking all potentio-
meter
- providing the excitation function, i. e., road contours or
sinus half-wave es a single obstruction stored on a magnetic
- plate
- solving the equations of motion on the analog computer
- computation and recording the evaluation factors (r.m.s. values
of wheel loads and of the acceleration of the cushioned mass)
- automatic veriation of parameters given and automatic computation
of several variants et stochastic excitation.
The excitation function for the front, rear end trailer axles
is provided through the direct-start programmfs SIER (sinus excitat-
ion) and STEK (stochastic excitation), with the wheel-centre
distances being considered by dead times. The road contour is
provided through a scanning frequency depending on the driving
speed at the outputs of the digital/analog converter as an electric
tension for exciting thesimulatiozmodelon the analog computer.
The non-linear characteristic spring-shock absorber curves
can be changed by means of df$ital potentiometer so that an
automatic variation of the parameters is possible. The operator
provides the parameter number, the pitch and the limits of the
parameter changes on the typewriter of the computer.
5 . Evaluation and results
Generally, the objective for an optimization of the vehicle oscil-
lations is to obtain a high oscillating comfort (low acceleration
of the damped mass) and a high driving safety (low variations of
wheel load).
Therefore, for the purpose of evaluation the r.m.8. values of the
acceleration of the damped masses and those of the wheel load re-
ferred to the static load are plotted in a Cartesian coordinate
system so that a parabel is obtained, e. g., with a variation in
damping, the optimum for the quadratic response being in the ver-
tex (Fig. 2). It is also possible to feed even additional weight-
ing coefficients for the evaluation factors /l/. In order to find
the r.m.s. values the mean effective values are determined on the
analog computer, out of which the effective accelerations of the
damped masses and the wheel loads are computed on the digSta1 com-
puter.
As the most essential result a deterioration of the quadratic re-
sponse at the transition from a linear to a non-linear characteri-
stic shock-abosrber curve at the trailer axle is found. In con-
trast to a damping force setting of tension/compression = 2.4 a
reduction of the r.m.s. values of the acceleration of damped
masses and wheel loads by 15 % on a poor bituminous road at a
speed of 80 km/h has been achieved by linear damping.
The optimum damping force setting differs from the surfaces used
here on a good and poor bituminous road only slightly. Generally,
a lower damping is necessary at a lower speed and an improving
state of the road.
6. Summary
By means of hybride simulation carried out in real time it ia
possible to compute a great number of variants wnithina relatively
short time. As compared with the digital simulation on conventional
digital computers a considerable reduction in computing time is
attained by the hybride mode. As regards the size of the simulation
370
model lsed in this paper the relation of the computing time
from digital to hybride simulation can be assumed a value of
100.
Based on the results of the simulation the automotive designer
can find an optimum design of automobiles in regard to oscilla-
tions. Thus, in case of new and further developments of vehicles
target-oriented road tests can be carried out within an optimum
range. As 8 result, a considerable saving in costs in the prato-
type building and during the road test is obtained due to a re-
duction of the amount of time and material required.
7. References
/I/ Helms, H.: Crenzen der Verbesserungsfahigkeit von
Schwingungskomfort und Fahrsicherheit an Kraft-
fahrzeugen. Diss., TU Braunschweig 1974.
121 VOY, Ch. Vergleichende mehrdimensionale Betra~htu~~sweise
bei der Simulation vertikaler Fahrzeugschwingungen.
Automobilindustrie (1977) 3, p. 51 - 66.
/3/f Anwendungsbeschreibung DIWA 4000 - R.A/DIKO.
VEB Robotron Dresden, Systemunterla~~ndok~entation
1979.
kt
Fig. 1: Simulation model
371
Fig. 2:
R.m.s. valuea of the
accelereticn damped
of
maasea and of the wheel
load at the trailer in
case of variation of
damping of damped
mamea la direction of
ccmpresaic~
0~s m a07 40s 409
fbff r-1
372