POLITEHNICA University of Bucharest

Faculty of Electrical Engineering

RESEARCH PROJECT

Vehicle dynamics simulation

Student: Emanuel Raceala

Scientific supervisor: Lecturer Dan-Alexandru Micu

BUCHAREST
2023
 SUMMARY

INTRODUCTION 3

CHAPTER 1
VEHICLE DYNAMICS OVERVIEW 5
1.1. INTRODUCTION IN VEHICLE DYNAMICS 5
1.2. CHALLENGES AND LIMITATIONS 6
1.3. PARAMETER IDENTIFICATION 7
1.4. TYPES OF VEHICLE SIMULATION ANALYSIS MODELS 9

CHAPTER 2
SIMULATION SOFTWARE FOR VEHICLE DYNAMICS 14
2.1. VEHICLE DYNAMICS BLOCKSET 14
2.2. SIMPACK 16
2.3. AMESIM 18

CONCLUSIONS 21

BIBLIOGRAFY 23

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 INTRODUCTION

In the automotive industry, vehicle dynamics plays a crucial role in the design, development, and
optimization of automobiles. Vehicle dynamics refers to the study of how vehicles move and
respond to various forces and inputs, encompassing aspects such as ride comfort, handling
performance, stability, and safety. Understanding and analyzing vehicle dynamics are essential for
engineers and researchers to improve vehicle performance, enhance safety features, and optimize
energy efficiency.
The continuous advancements in automotive technology, coupled with the increasing demands of
consumers, have led to the need for sophisticated simulation and computation tools. These tools
enable engineers to accurately predict and evaluate vehicle behavior under different operating
conditions without the need for costly and time-consuming physical prototypes. By using simulation
programs, engineers can analyze a wide range of design variables, optimize vehicle components, and
assess the impact of different parameters on overall vehicle performance.
Accurate simulations and computations have become a necessity in the automotive industry due to
several reasons. Firstly, the complexity of modern vehicle systems, including the interaction of
various subsystems such as the powertrain, suspension, steering, and braking, requires a
comprehensive understanding of their dynamics. Simulations allow engineers to study and optimize
the interactions between these subsystems, leading to improved vehicle performance and safety.
Secondly, simulation programs offer the capability to analyze vehicle behavior under diverse
operating conditions, including different road surfaces, weather conditions, and driver inputs. By
conducting virtual tests, engineers can evaluate how vehicles respond to challenging scenarios and
identify potential safety concerns before physical prototypes are built. This proactive approach
significantly reduces the development time and cost associated with traditional trial-and-error
methods. In vehicle dynamics, the vehicle body (sprung mass), the suspension component (spring
and damper) and tire (unsprung mass) are essential parts of the system. The vehicle-road coupling is
another important aspect of vehicle dynamics. In this paper, the vehicle system (full vehicle, tire,
driver) modeling methods are reviewed. The important research issue about the vehicle-pavement
coupled dynamics is discussed. Finally, several outstanding problems and the future development
trend of vehicle dynamics are proposed.Dynamics vehicle analysis plays an important role in
research and development of vehicles ranging from motorcycles to heavy road vehicles.
Vehicle models serve as virtual prototypes in the development phase, giving developers an
insight on the influence of design parameters on vehicle behaviour on the road. With simulation
models, developers can test and optimize their designs, control algorithms and several other
functions. There are a number of applications where vehicle models are needed, for example in
driving simulators, lap-time simulators, controller design for automated driving, product
development. Depending on the application, these models can be represented as a point mass model
or can be extended to multibody or even as inverse models with several hundred variables.

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Furthermore, the integration of advanced driver-assistance systems (ADAS) and autonomous driving
technologies has further amplified the need for accurate simulations. These technologies rely on
precise predictions of vehicle dynamics to ensure safe and reliable operation. Simulation programs
enable engineers to assess the impact of ADAS algorithms, validate control strategies, and optimize
the interaction between the vehicle and its environment.
Additionally, environmental concerns and fuel efficiency goals have spurred the development of
alternative powertrains, such as hybrid and electric vehicles. Simulations assist in evaluating the
performance and range of these vehicles, optimizing energy management strategies, and assessing
the impact of different components on overall efficiency.

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 Chapter 1 – Vehicle dynamics overview

1.1 Introduction in Vehicle Dynamics

Vehicle dynamics encompasses the study of how vehicles move and respond to various forces and
inputs. It involves the analysis of factors such as ride comfort, handling performance, stability, and
safety. Vehicle dynamics is a multidisciplinary field that combines principles of physics,
mathematics, engineering, and computer science to understand and predict the behavior of vehicles
under different operating conditions.
Simulating vehicle dynamics is of paramount importance in the automotive industry. It allows
engineers and researchers to gain valuable insights into the performance and behavior of vehicles
without the need for costly physical prototypes. By utilizing simulation tools, they can analyze and
optimize various design parameters, assess the impact of different components, and make informed
decisions throughout the vehicle development process.
Several factors influence the behavior of a vehicle, and studying their effects is essential for accurate
simulation. These factors include:
 Suspension Design: The suspension system plays a critical role in determining ride comfort,
handling, and stability. Different suspension configurations, such as independent or
dependent systems, impact the vehicle's response to road irregularities and cornering forces.
 Tire Characteristics: Tires are the primary contact point between the vehicle and the road
surface. Factors such as tire stiffness, tread pattern, and inflation pressure significantly affect
grip, traction, and overall vehicle dynamics.
 Aerodynamics: The aerodynamic properties of a vehicle, including its shape, drag
coefficient, and downforce, influence its stability, fuel efficiency, and high-speed
performance. Simulating the aerodynamic forces acting on a vehicle is crucial for accurate
dynamics analysis.
 Powertrain and Control Systems: The powertrain, which includes the engine, transmission,
and drivetrain, along with the vehicle's control systems, impact its acceleration, braking, and
overall drivability. Simulating the interactions between the powertrain, control systems, and
the vehicle's dynamics allows for a comprehensive understanding of their combined effects.
Simulation provides numerous benefits for studying vehicle dynamics:
 Performance Optimization: By simulating different scenarios and design variations,
engineers can optimize vehicle performance in terms of ride comfort, handling, and stability.
They can identify areas of improvement, test different configurations, and fine-tune the
vehicle setup to achieve the desired performance characteristics.
 Safety Enhancement: Simulation allows for the assessment of vehicle safety by analyzing
crashworthiness, occupant protection, and pedestrian safety. Engineers can simulate various

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 collision scenarios and evaluate the effectiveness of safety systems, such as airbags and seat
belts, in protecting occupants.
 Energy Efficiency Improvement: Simulation tools enable the evaluation of energy
consumption and efficiency of vehicles, especially in the context of hybrid and electric
powertrains. By simulating different drive cycles, energy management strategies, and
component efficiencies, engineers can optimize the vehicle's energy usage and range.
 Cost and Time Savings: The use of simulations significantly reduces the need for physical
prototypes, testing, and iterative design cycles. This translates into cost and time savings
during the vehicle development process, allowing for faster product iterations and more
efficient design iterations.

1.2 Challenges and Limitations

1.2.1 Complexity of Vehicle Systems
Vehicle dynamics simulation involves modeling and analyzing the intricate interactions between
various subsystems, such as suspension, tires, powertrain, and control systems. The complexity of
these systems poses challenges in accurately representing their behavior and interactions within a
simulation environment. Ensuring the fidelity of the simulation models and capturing the dynamic
responses of the real-world vehicle systems remains a significant challenge.

1.2.2 Validation and Verification

Validating and verifying the accuracy of simulation models is crucial for reliable results. However,
acquiring comprehensive experimental data for validation purposes can be challenging due to
limitations in data availability, costs, and time constraints. The accuracy of simulation results heavily
depends on the quality and representativeness of the data used for model validation. Therefore,
addressing the challenges associated with validation and verification is essential to enhance the
reliability of vehicle dynamics simulation.

1.2.3 Model Complexity and Computational Cost

Developing detailed and accurate simulation models requires considering numerous parameters,
subsystems, and interactions. As the complexity of the models increases, so does the computational
cost. Simulating highly detailed and comprehensive vehicle models in real-time or within acceptable
time frames can be computationally intensive. Efficient algorithms and computational techniques
need to be employed to strike a balance between model fidelity and computational resources.

1.2.4 Availability of Accurate Input Data

Accurate and reliable input data is crucial for meaningful vehicle dynamics simulation. Obtaining
precise information about tire characteristics, suspension properties, and other system parameters
can be challenging. Data uncertainties and variations can significantly impact the simulation results.

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Efforts should be made to gather reliable and up-to-date data to ensure the accuracy and credibility
of the simulation models.

1.2.5 Sensitivity to Model Assumptions and Simplifications

Simulating real-world vehicle dynamics often requires making assumptions and simplifications to
reduce model complexity and computational burden. However, these simplifications can introduce
inaccuracies and affect the fidelity of the simulation results. The sensitivity of the simulation models
to various assumptions and simplifications should be carefully evaluated to understand their impact
on the overall accuracy of the simulations.

1.2.6 Dynamic Environment and Boundary Conditions

Simulating vehicle dynamics involves considering the dynamic environment and boundary
conditions, such as road surface variations, wind effects, and driver inputs. Capturing the real-world
dynamics accurately within the simulation environment can be challenging. Developing realistic and
representative models for these external factors and ensuring their proper integration into the
simulation framework is critical for accurate vehicle dynamics analysis.

1.2.7 Evolving Technologies and Advancements

The field of vehicle dynamics is constantly evolving, driven by advancements in technology,
materials, and design methodologies. Keeping up with these advancements and incorporating them
into simulation models can be a challenge. The simulation tools and methodologies need to adapt
and evolve to incorporate emerging technologies such as electric vehicles, advanced driver
assistance systems, and autonomous driving.

1.3. Parameter identification

To create a realistic vehicle dynamic model, many important vehicle parameters must be
identified. The accuracy of these parameters affects the accuracy of the model. Based on the
intended fidelity of the model, many parameters can be ignored. For instance, a single-track model
ignores all pitching and rolling effects, including all suspension parameters, corresponding inertia
parameters, and the center of gravity locations associated with these effects. This simplifies the
complexity of the model greatly; however, it also limits the uses of the model due to the simplicity.
For the 14 degree of freedom model developed in this thesis, there are many parameters to
identify. There is the center of mass location, the inertia of the vehicle and the tires, the coefficient of
drag, all the suspension parameters, and all necessary tire parameters. To estimate parameters for a
high fidelity model, it is often easier to investigate how the parameters would be identified for lower
fidelity models. For instance, when looking at the inertial parameters of the vehicle, if a high fidelity
model is used then any error in other identified parameters can lead to errors in the inertial
parameters. Consequentially, many parameters are derived from first principles or simplified models
that isolate the desired parameters. By using this method, many simplifications can be assumed. This
leads to parameters that are slightly erroneous due to the simplifications. To account for this

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inaccuracy, after all parameters are identified they are implemented in the full vehicle dynamic
model where further optimization can occur. This optimization will tweak the parameters, correcting
the earlier simplifications.
The center of mass (CM) is a point representing the mean position of matter in the vehicle.
The CM of a vehicle can be found in many ways. Generally the CM is found statically on a fixed
test platform. This method is simple and reliable, using first principles, namely moment balance
equations, to determine the horizontal CM location by recording the weight on each wheel. The
height of the CM can be found using the same principles; however in order to do this the vehicle
must be tilted or rolled so that the vehicle is no longer horizontal. Generally this value is found by
using a dynamic test platform which can rotate the vehicle slowly. It can also be found during a
dynamic maneuver involving vehicle pitching maneuvers. Lacking the equipment to perform this
test, the vehicle can be statically placed in a nonhorizontal orientation(figure 1.1) in order to
determine the CM, although this method is less accurate due to limited experimental data – only
having one data point as opposed to an array of data points that would be obtained using a dynamic
test platform. In order to obtain more accurate result in the static test using a nonhorizontal
orientation, the vehicle angle compared to the horizontal plane (angle θ) must be approximatively
45⁰, but in most cases this is not possible because the car will hit the ground with the rear bumper.
HCM is the height measured from the CM to the perpendicular projection on the inclined plane AE
(from the CM to point F).

Figure 1.1 Experimental setup for static test to determine the center of mass

The inertia parameters represent the resistance of the vehicle to any change in velocity. One
of the more accurate methods to determining the inertia of a vehicle is by using a dynamic test
platform to perform a series of maneuvers that excite isolated rolling, pitching, and yawing motions
of the vehicle. By isolating the desired motion, a simple moment balance equation can be used. This
sort of testing can accurately determine the principal moments of inertia. Additional testing can be
completed in a similar manner to determine the products of inertia; however, due to the near
symmetry of the vehicle these values are usually small and generally ignored. Another method to

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determine the inertia of a vehicle is by performing dynamic maneuvers and measuring the angular
velocities and accelerations along with the forces on the vehicle. This method is not as accurate due
to the difficulty in isolating pitching, rolling, and yawing motions. In addition, the forces
experienced by the vehicle are generally difficult to measure accurately. If the forces are measured
accurately then a full set of moment balance equations can be used to identify the inertial
parameters. Even though the measurement accuracy is reduced, by optimizing all parameters
simultaneously a more accurate result may be achieved.
The drag force on a vehicle is a force that acts opposite to the relative motion between the air
and the vehicle. It is common for automotive manufactures to design a streamlined vehicle that
minimizes the drag force by minimizing the coefficient of drag for the vehicle. The coefficient of
drag is easiest to identify in a wind tunnel due to the level of control available. In a wind tunnel, the
wind speed and direction is defined and controlled as an input. On a test track, the wind speed and
direction are difficult to determine accurately. By measuring the forces experienced on the vehicle
while measuring the speed of the wind relative to the chassis, the drag coefficient can be identified.
This can also be done through onroad testing, however as mentioned before, the relative speed
between the wind and the chassis can be difficult to measure experimentally. Measuring the relative
speed is normally accomplished by measuring the wind speed and heading using a weather way
station, assuming there are no changes throughout the duration of the test, and then measuring the
vehicle speed and heading. While this method is simple to perform, there is a significant amount of
error introduced by assuming the wind conditions remain constant throughout the entire maneuver.

1.4.Types of vehicle dynamic analysis models

There are different types vehicle models, each meant for a specific purpose. The system
elements or components of the vehicle model governs its behaviour. For example, a quarter model
(one or two degrees of freedom (DOF) vertical model), for studies towards vertical dynamics, like
an active suspension system, or 14DOF model that is suitable for Roll dynamics study. There are
other detailed vehicle models with 38 DOF or multibody models available within commercial
software packages with more than 100 DOF. The degree of detail required on the model is
determined by the application. Before looking into different types of vehicle models it is important
to know the various system elements that compose a complete vehicle model.
These elements are:
1. Vehicle body
2. Wheel and Tires
3. Powertrain
4. Suspension
5. Steering

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 6. Brakes
7. Vehicle control
The above list is applicable for the passenger car having two axles and four wheels.

1.4.1 Vertical dynamics models

To investigate behaviour related to vertical dynamics of a vehicle, a quarter model can be used to
study vehicle suspension. The quarter vehicle model with one or two DOF, as the name suggests, is
one corner of a vehicle which is represented by a spring–mass–damper as in the figure 1.2. The
quarter car can be extended to a half vehicle model with at least three DOF. In the figure 1.3, the
model has wheel heave, body heave and pitch.

Figure 1.2 Quarter vehicle model

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 Figure 1.3 Half vehicle model, for analysing pitch and heave

When only the left and right wheel of the vehicle are considered, it would be a half car model
for roll and heave studies as shown in figure 1.4. It has to be kept in mind that front and rear half of
the model would be different due to different mass distribution and suspension properties.

Figure 1.4 Half vehicle model, for analysing roll and heave

A full vibration model as in figure 1.5 has seven DOF body pitch, roll, heave and individual
wheel displacement.

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 Figure 1.5 Full vehicle model

1.4.2. Longitudinal and lateral dynamics models

Lateral and longitudinal vehicle models exhibit planar motion, single track model is one such
example. In a single track model, the left and right wheels are combined as one wheel for both the
axles as shown in the figure 1.6. For such models, it is assumed that the wheel slip angles are zero at
low speed. For these models, the total lateral force around a curved road of radius R is given by:

m· v 2
F y= (1.1)
R

Based on these equations, the motion equations for the kinematic model are given by:

ẋ=v · cos (ψ+ β) (2.2)

ẏ=v · sin( ψ+ β)(2.3)

v · cos(β )
ϕ̇ z= ·( tan(δ f )−tan (δ r )) (2.4)
l f +l r

where x and y are the trajectories and ϕz is the yaw angle. Due to their simplicity, such
kinematic models can be used for path planning and design of control methods for automated
driving.

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 Figure 1.6 Kinematic single-track model

The discussed kinematic model is not suitable for higher speeds since the velocity vector and
wheel directions are no longer pointing in the same direction. For this reason, the lateral forces from
the tires are modelled as a function of tire lateral slip, or generated from a tire model. Using these
forces, equations of motion around the center of gravity of the body can be obtained from Newton’s
and Euler’s equilibrium equations. This is called a dynamic single-track model. Furthermore, adding
longitudinal load transfer gives better results in comparison to the kinematic models and can be
suitable for studies related to anti-lock braking system (ABS) and limit handling of automated
driving vehicles. Such a single track model is suitable for passenger cars but for combination
vehicles with towed units a different model is needed.

1.4.3. Full dynamics models

The last two sections 1.2.1 and 1.2.2 handled out of road plane (OORP) and in road plane
(IRP) motion independently. A full dynamics model can be seen as a combined model taking into
account OORP and IRP motion. A nonlinear eight DOF model is suitable for several vehicle
dynamics studies that has lateral, longitudinal, roll and yaw motion, and four wheel rotations.
Adding wheel displacements in the vertical direction, body pitch and heave gives a 14 DOF model.
Such a full dynamics vehicle model gives a good representation of the real vehicle and is suitable for
integrated control.

Figure 1.7 Full dynamics model in 3D view of two track vehicle

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 Chapter 2 – Simulation Software for Vehicle Dynamics

2.1 Vehicle Dynamics Blockset

2.1.1 Description and functions available

Vehicle Dynamics Blockset is tool integrated in Mathlab/Simulink that provides fully
assembled reference application models that simulate driving maneuvers in a 3D environment. It
has features like prebuilt scenes to visualize roads, traffic signs, trees, buildings, and other
objects around the vehicle. There are customizable reference models by using your custom data
and parameters or by replacing a subsystem with our own model. The blockset includes a library
of components for modeling propulsion, steering, suspension, vehicle bodies, brakes, and tires.
The software provides a standard model architecture that can be used throughout the
development process. It supports ride and handling analyses, chassis controls development,
software integration testing, and hardware-in-the-loop testing. By integrating vehicle dynamics
models with a 3D environment, we can test Advanced driver-assitance system and automated
driving perception, planning, and control software. These models help with testing a vehicle with
standard driving maneuvers such as a double lane change or with custom, user defined scenarios.
VDSE (Vehicle Dynamics Simulation Environment) is a tool that predicts the
acceleration, braking, cornering and ride behaviour of four-wheeled vehicles with independent
suspension. The tool includes a 14 Degrees of Freedom (DoF) sprung/unsprung vehicle model,
including three different tyre formulations, a driver model, powertrain model, brakes model and
road input.
The tool is developed under MATLAB and Simulink and aimed at being user friendly
and modular by allowing the user to easily modify or change any of the provided equations and
subsystems. Furthermore, the inherent modularity of the model makes it ideal for testing active
systems (such as active aerodynamics, 4WS, torque vectoring, ESP, ABS etc), implementing
different suspension models (air springs, adaptive damping, hydropneumatic suspension etc),
implementing different powertrain models (Hybrid, electric, fuel cell etc) and more. This tool has
been created with the goal for it to be fast to run making it suitable to be used as a plant for
controller design and running design of experiments or optimisation of a specific subsystem or
even the whole vehicle.

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Figure 2.1. Double lane change simulation block-scheme

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2.1.2 Creating a vehicle dynamics model

The vehicle model created by default is composed of 14DOF, six of which are for the
chassis and eight for the wheels (2 per wheel). The degrees of freedom of the chassis are
longitudinal, lateral vertical, roll, pitch and yaw. The degrees of freedom of the wheels are
vertical and wheel spin.
The chassis is considered to be a single solid part with the forces being applied at its
centre of gravity. Each wheel is also described as a single solid part linked to the ground through
the tyre and to the chassis through the suspension elements. Three different tyre formulations are
also available and provide different complexity and fidelity levels.
The suspension kinematics are limited to the definition of a pitch centre, a front and a
rear roll centre. All other wheel angles such as camber and toe are not defined. Both roll centres
are located on the same lateral position as the centre of gravity and the same longitudinal
position as the front and rear axles. Their height is defined by the user. The pitch centre is
located at the same longitudinal and lateral position as the centre of gravity and the height is
defined by the user. Note that the steering affects the wheel toe angle through a constant
steering ratio for the front and rear wheels.
The simple powertrain model includes an engine map (torque vs rpm vs throttle), gear
ratios and a simple gear change logic that switch up gear at maximum power and switch down at
maximum torque (Clutch has not been modelled). The power is sent to the wheels through three
differentials. The front and rear and central differentials are always open, and the central
differential can send the power to the front wheels, rear wheels or anything in between. A simple
braking model is also provided, which translates the brake pedal position into pressure and then
to braking torque through two parameters defined by the user.

Figure 2.2. The script that contains parameters of the vehicle, as well as input values for
steering, acceleration, breaking and other parameters related to the state of motion

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 Figure 2.3. The block scheme of the simulation, including all input parameters for the
vehicle, driver control parameters, road defining parameter and the simulation results

2.2 Simpack
2.1.1 Description and functions available

Simpack is a widely used multi-body dynamics software that enables engineers to simulate
and analyze the behavior of complex mechanical systems, including vehicles. It offers
comprehensive modeling capabilities for various vehicle components such as suspensions, tires,
chassis, and powertrains. Simpack provides advanced solvers and algorithms to accurately simulate
vehicle dynamics, including handling, ride comfort, and durability analysis.
Simpack employs a multi-body dynamics approach, which enables the simulation of the
interactions and motion of multiple interconnected bodies within a system.It allows engineers to
model and analyze the dynamic behavior of various vehicle components, such as suspensions, tires,
chassis, powertrains, and complete vehicle systems.
Simpack considers the rigid body dynamics, kinematics, and dynamics of flexible
components to accurately represent the complex motion of vehicles.Simpack provides a wide range
of modeling capabilities to represent different vehicle subsystems and components.It includes pre-
defined templates and libraries for modeling suspensions, tires, steering systems, drivetrains, and
other vehicle subsystems, allowing users to quickly build detailed and accurate models.
Simpack also offers the flexibility to create custom models and integrate them seamlessly
into the simulation environment. Simpack offers advanced tire modeling capabilities, allowing
engineers to accurately represent the behavior of tires under different driving conditions. It includes
various tire models, such as Pacejka Magic Formula models, to capture the complex tire forces and
moments based on inputs like slip angle, longitudinal slip, and vertical load. Simpack enables the

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simulation of tire characteristics such as lateral and longitudinal forces, self-aligning torque, rolling
resistance, and tire contact patch dynamics.
Simpack incorporates efficient solvers and integration algorithms to solve the dynamic
equations of the multi-body system. It provides a range of integration methods, including explicit
and implicit schemes, to handle different simulation scenarios efficiently and accurately.
Simpack's solvers ensure numerical stability, accuracy, and robustness during simulations,
even for complex and computationally intensive models. Simulia software offers a comprehensive
set of analysis tools to evaluate the results of simulations.
It allows engineers to analyze various vehicle performance attributes, including handling
characteristics, ride comfort, stability, and dynamic response under different driving conditions.
Simpack provides visualizations of simulation results, such as motion animations, graphs,
and plots, to aid in understanding and interpreting the dynamic behavior of the vehicle.
It can be integrated with other software tools, such as control system design software (e.g.,
Simulink) and finite element analysis software (e.g., Abaqus), to enable co-simulation and
comprehensive analysis of vehicle systems.
This integration allows for studying the interactions between the mechanical, control, and
structural aspects of a vehicle, providing a more holistic understanding of its behavior.
The program has been widely used in the automotive industry and research institutions for
vehicle dynamics analysis, design optimization, and virtual testing. Its comprehensive modeling
capabilities, advanced solver algorithms, and integration with other software tools make it a valuable
asset for engineers and researchers working in the field of vehicle dynamics simulation.

2.1.1 Creating a simulation model

Simpack allows the user to create simple or complex mechanical models, using different
preset functions and models. Also, from the Help function, the user can access the program
documentation, which has a database with examples of different applications that can be achieved
using the program.

Figure 2.4 Simpack structural systems modelling

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2.3 AMESim
2.1.1 Description and functions available

AMESim is a powerful simulation tool used for modeling and simulating multi-domain
systems, including vehicle dynamics. It allows engineers to analyze the behavior of complex
systems by integrating multiple physical domains such as mechanical, hydraulic, pneumatic,
thermal, electrical, and control systems.
AMESim provides a graphical modeling environment where users can create system models
by connecting pre-defined components from a comprehensive library. These components represent
different physical elements such as engines, transmissions, suspensions, tires, and hydraulic systems,
among others. The software offers a wide range of component models with varying levels of
complexity and fidelity.
One of the key strengths of AMESim is its ability to simulate the interactions and dynamics
between different physical domains. It enables engineers to analyze how changes in one domain
affect the behavior of the entire system. For example, it can simulate how engine performance
impacts vehicle acceleration, or how suspension characteristics affect ride comfort.
The software provides advanced solvers and numerical algorithms to accurately simulate the
dynamics of the modeled systems. It can handle both linear and nonlinear behaviors, allowing for
detailed analysis of system response under various operating conditions. AMESim supports both
steady-state and transient simulations, enabling engineers to study dynamic behaviors such as
vehicle acceleration, braking, and maneuvering.
AMESim also offers extensive customization capabilities. Users can modify existing
component models or create their own custom models using mathematical equations and physical
principles. This flexibility allows engineers to tailor the simulation to specific design scenarios and
investigate different system configurations.
Furthermore, AMESim integrates with other software tools such as Simulink, allowing for
co-simulation and co-analysis of complex systems. This enables engineers to combine the strengths
of different software platforms and perform comprehensive analyses of vehicle dynamics and
control systems.
The software provides various visualization and analysis tools to interpret simulation results.
Engineers can plot and analyze variables of interest, create animations to visualize system behavior,
and perform optimization studies to improve system performance. AMESim also offers post-
processing capabilities to generate reports and share simulation results with colleagues and
stakeholders.
AMESim has been widely adopted in the automotive industry and other sectors that require
the simulation of complex systems. Its ability to model multi-domain systems and simulate their

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dynamics makes it a valuable tool for vehicle dynamics analysis, system optimization, and virtual
testing.

2.2.2 Creating a Simulation Model

In order to create a simulation model, we should follow these steps:
 Define the System:
Clearly define the system boundaries and the specific aspects of the vehicle dynamics that you want
to model. Determine the physical domains and components that are relevant to your analysis.
 Select and Connect Components:
Access the component library in AMESim and select the appropriate components for your model.
These components represent the various subsystems and physical elements of the vehicle, such as
the engine, transmission, suspension, and tires. Connect these components together to form a
complete system model.
 Configure Component Parameters:
Configure the parameters of each component to define their behavior and characteristics. This
includes specifying physical properties, system parameters, control inputs, and other relevant
settings.
 Define Interactions and Connections:
Specify the interactions and connections between different components to accurately represent the
physical relationships within the system. This involves defining input-output relationships, energy
transfers, control signals, and other interactions between components.
 Customize or Create Models:
Modify existing component models or create custom models, if needed, to match the specific
requirements of your analysis. This may involve adjusting equations, adding new variables, or
incorporating additional physical principles.
 Configure Simulation Settings:
Set up simulation parameters, such as time step size, simulation duration, and solver settings. These
settings determine the accuracy and computational performance of the simulation.
 Run the Simulation:
Execute the simulation to calculate the system's response based on the defined inputs, component
behaviors, and connections. AMESim will solve the dynamic equations of the model and generate
results based on the specified simulation settings.
 Analyze and Interpret Results:
Analyze the simulation results using the visualization and analysis tools provided by AMESim. Plot
relevant variables, examine system behavior, and draw conclusions based on the simulation
outcomes.

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 Refine and Iterate:

Based on the analysis of the simulation results, make necessary refinements to the model,
component parameters, or system configuration. Iterate through the model refinement process until
the desired system behavior or performance is achieved.
By following these steps, we can create simulation models in AMESim to study and analyze various
aspects of vehicle dynamics.

Figure 2.5 AMESim – Modelling and testing a car suspension system

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 CONCLUSIONS

Vehicle dynamics simulation is an important tool in designing vehicles with better safety and
performance characteristics. Advanced technologies such as computer technology, virtual reality
technology and intelligent algorithm have been widely used in the vehicle industry, resulting in more
accurate results, while reducing the costs of making experiments at 1:1 scale. Vehicle models serve
as virtual prototypes in the development phase, giving developers an insight on the influence of
design parameters on vehicle behaviour on the road.
Vehicle dynamic models can be designed in Simulink, using the Vehicle dynamic Blockset
tool. The software allows the user to predict the acceleration, braking, cornering and ride behaviour
of four-wheeled vehicles with independent suspension. The tool includes a 14 Degrees of Freedom
(DoF) sprung/unsprung vehicle model, including three different tyre formulations, a driver model,
powertrain model, brakes model and road input. The tool is developed under MATLAB and
Simulink and aimed at being user friendly and modular by allowing the user to easily modify or
change any of the provided equations and subsystems.
Simpack, on the other hand, is a widely used multi-body dynamics software that offers
comprehensive modeling capabilities for vehicle components and enables engineers to simulate
and analyze the behavior of complex mechanical systems. It employs a multi-body dynamics
approach, considering the interactions and motion of multiple interconnected bodies within a
system. Simpack provides advanced solvers and algorithms to accurately simulate vehicle dynamics,
including handling, ride comfort, and durability analysis. It offers a range of modeling capabilities
for various vehicle subsystems, such as suspensions, tires, chassis, and powertrains. The software
includes pre-defined templates and libraries for quick model development and customization.
Moreover, AMESim is a powerful simulation tool for modeling and simulating multi-domain
systems, including vehicle dynamics. It allows engineers to integrate multiple physical domains,
such as mechanical, hydraulic, thermal, and electrical systems, and analyze the behavior of complex
systems. AMESim provides a graphical modeling environment with a comprehensive library of pre-
defined components. It supports steady-state and transient simulations, offering flexibility and
customization options for component models. Both Simpack and AMESim are valuable tools in the
field of vehicle dynamics simulation. They provide engineers with the ability to create detailed
models, simulate system behavior under various conditions, and analyze the performance of
different vehicle components. These simulation tools play a crucial role in the design and
optimization of vehicles, enabling engineers to make informed decisions and improve safety and
performance characteristics.
In conclusion, vehicle dynamics simulation programs such as Simpack and AMESim offer
powerful capabilities for modeling, simulating, and analyzing vehicle behavior. These tools
contribute to the development of safer and more efficient vehicles by providing valuable insights
into the interactions between various subsystems and components. By leveraging these simulation

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programs, engineers can optimize vehicle designs, improve performance attributes, and reduce
development costs and time-to-market.

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 BIBLIOGRAPHY

[1] Matthew Van Gennip, Vehicle dynamic modelling and parameter

identification for an autonomous vehicle, Thesis presented at the University of
Waterloo,
Canada, 2018
[2] Vadiraj Patil, Generic and complete vehicle dynamic models for
open-source platforms, Chalmers University of Technologoy, Sweeden, 2017
[3] Shapou Yang, Yongjie Lu, An overview on vehicle dynamics, posted on the
website springer, URL: https://link.springer.com/article/10.1007/s40435-013-
0032- y#Bib1
[4] C. Ghike and T. Shim, “14 degree-of-freedom vehicle model for roll
dynamics study”, SAE Technical Paper, Tech. Rep., 2006.

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