A study on the effect of road friction on driveline vibrations

Abstract

The aim of this article is to assess the influence of the tyre/road contact interface on driveline vibrations. The mode shapes of a vehicle driveline are obtained and analysed, initially using three tyre models: a simple torsional spring, linear slip, and relaxation length-based models. Additionally, a fully transient load-and slip-dependent non-linear relaxation length model is incorporated into the driveline to determine the dynamic response on different surfaces. Simulations of pull-away manoeuvres on various surfaces are carried out. The halfshaft torque in each case is analysed and conclusions drawn on the effect of tyre dynamics on the frequency and intensity of driveline vibrations. In order to investigate the influence of higher-frequency tyre dynamics, a model incorporating tyre belt inertia is simulated for the same cases. It is found that the higher-order dynamics introduced by the tyre belt result in additional frequencies in the response, as well as differences in response amplitude. Using the non-linear relaxation length and belt inertia models it is observed that low-µ surfaces promote driveline vibrations at higher and more numerous frequencies compared with the typical shuffle response observed on a high-µ surface. It is shown that this frequency migration can be physically explained by considering the effect of decoupling between driveline and vehicle on low-µ surfaces. It is also shown that the observed frequencies can be predicted by appropriately modified linear models.

A Reduced‐Order Model for Active Suppression Control of Vehicle Longitudinal Low‐Frequency Vibration

“…The tire is modeled in this study based on the same principle of a published work in this area by Sharp and Jones [21], Pacejka [22], and Bartram et al [8], which includes the tire torsional stiffness and the vertical stiffness, expressed as and , respectively, as shown in Figure 4. The hub, the rim, and the brake disc are lumped together as one rotating inertia due to the rigid connection.…”

“…It is found that the frequency of longitudinal vibration mainly depends on the engine output torque increase rate, gear position, and engine flywheel mass moment of inertia through experiments [7]. In addition, the literature [8] has studied the effect of road surface on the half-shaft torque fluctuation, indicating that the vibration frequency and amplitude of the half-shaft torque are closely related to the conditions of the road surface. From this point of view, road conditions may influence the vehicle longitudinal vibration.…”

“…Therefore, the control results based on this model showed a certain acceleration vibration. In the literature [8], a number of longitudinal vibration models with different degrees of freedom were established. The simulation results showed that the model, considering tire torsional dynamic, could reflect the real longitudinal acceleration fluctuation, whereas obtaining method of model parameters and design of reduced-order model were not involved.…”

Identification of firefly algorithm-based fluctuation coefficient of the exciting torque for vehicle driveline

“…Bartram et al. 13 used different tire models to analyse the influence of road surface adhesion coefficient on the low frequency longitudinal vibration of the drivetrain. In Wellmann and Govindswamy, 14 a multi-body system approach was adopted to analyse launch shudder in rear wheel-driven vehicles.…”

“…In Wellmann et al, 12 the effects of various subsystem parameters on the performance of the transmission system NVH were studied through simulation and experiment on the basis of the established dynamic model of the transmission system. Bartram et al 13 used different tire models to analyse the influence of road surface adhesion coefficient on the low frequency longitudinal vibration of the drivetrain. In Wellmann and Govindswamy, 14 a multi-body system approach was adopted to analyse launch shudder in rear wheel-driven vehicles.…”