Real time simulation and parametric

optimization applied to racing cars:

The BMW Team Brasil Case
 Agenda
Introduction
Goals
Methodology
Vehicle, track and pilot modeling
Model Validation
MaxPerformance Simulation
Optimization problem setup (VI-CRT and MF)
Optimization variables
Results
Conclusions
 Introduction

During 2012 it was disputed a FIA GT3 series

championship in Brazil.
Big OEM teams were represented, such as BMW,
Ferrari, Mercedes, Lamborghini, among others.
Vehicles of this category are extremely fast, leveled by
performance and complex to be adjusted.
 Introduction
The championship was disputed stage by stage and point
by point and any competitive difference could make the
difference between winning and finishing second.
 Introduction
The little previous testing time with the vehicle and the short
time for adjustments on weekends, showed the need for a
different approach.
The availability of track telemetry and vehicle data provided
by the manufacturer, favored the use of simulation and
optimization tools with good results in short term.
 Objectives
The objectives of the present work
were:

To model and validate a BMW Z4 FIA

GT3 series vehicle
To create track models in which the
races happened
Define the variables for optimization
To create an optimization project to
minimize lap time, with restrictions
To make simulation and optimization
results available ( VI-CRT+mF) for the
team on race weekends
 Methodology
For the vehicle modeling it was adopted VI-CRT from
VI-grade.
This tool contemplates the vehicle, track and driver
models and it is capable of performing best lap time
simulations.
For the optimization it was adopted Mode-Frontier
from ESTECO .
Mode-Frontier is capable of defining and altering
optimization variables in a model, according to DOE
techniques and to automate the simulation with
these parameters variation.
 Methodology
To feed and validate the model (very important for optimizer
results to be correct!) it was used data gathered from
laboratory measurements and track telemetry.
Track telemetry also helped to feed the track building tool
and the driver trajectory definition
 Vehicle Modeling
Vehicle modeling was developed in VI-CRT platform from VI-Grade
VI-CRT is a real time vehicle dynamic simulation tool
It uses an approximate representation of the suspension based on
its elasto kinematics and generates a simplified model, yet
representative.
 Real time simulation technology
ADAMS

Components
Spring
Damper DB
Tire VI-CRT and Adams/Car
Aero
Road
Sharing:
Driver Automatic interface
Same Database
VI-CarRealTime
Same Components
Same Driver model
 VI-CarRealTime
VI-CRT x Adams/Car automatic validation
CoG sideslip angle [deg] Yaw rate [deg/s]

Courtesy of Centro Ricerche FIAT

CoG Vert. Accel. [g]

Hole
 VI-CarRealTime z

vehicle model y
Ltk
Sprung mass:
Rigid chassis with 6 DOF
Hrc
Independent front and rear suspension.
Steering system Front view
Brakes
.xml data files
Motor, transmission and differential
Tyres (Pacejka Formulas )
Each wheel: 2 DOF (y ,Vz ) Direction of suspension travel

Each tyre: 2 auxiliary states

L wb
Aerodynamic powers
z
Hwc,r x H wc,f

Side view

12
 General data of the vehicle
The chassis is considered as a rigid mass.
Its main properties are listed below.

Total mass: 1192 kg

Front track: 1640 -> 1660 mm
Rear track: 1650 -> 1700 mm
Wheelbase: 2509 mm
Performance balance added mass: 85 kg
Front unsprung mass (each): 35 kg
Rear unsprung mass (each): 40 kg
 Front and rear suspensions
The BMW Z4 suspensions were generated
introducing elasto-kinematics data measured in K&C
testing machines directly into the data input of VI-
CRT environment.
The front suspension is a strut on springs type.
Instead of a lower arm there are 2 independent
control arms.
The rear suspension is trailing arm type with side
control arms.
 Front suspension
Some data of the front elasto can be seen below:
 Front suspension
Strut on springs
 Rear suspension
Some data of the rear elasto can be seen below:
 Rear suspension
Trailing arm with lateral control arms
 Springs
Springs are used in sets, with stiffness changing in
each set.
300
600

250
500

200
400
Stiffness (N/mm)

SPRING1-FRONT
SPRING1-REAR
150
300 SPRING2-FRONT
SPRING2-REAR
100
200 SPRING3-FRONT
SPRING3-REAR
50
100

0
0 1 2 3 4 5 6
Position Number
 Dampers
The dampers are adjustable in bounce and rebound.
 Tires
Tires are from Pirelli, with the following
identification:

Front: 305/660 - 18 - DM
Rear: 325/705 - 18 - DH

Tire curves used were provided by VI-Grade, with

Pacejka coefficients.
 Steering system
The steering system is rack and pinion with the
steering ratio curve represented by the graphic
below:
 Powertrain
The engine map is created from dynamometer test.
The curve used as a basis can be seen below:
 Powertrain
The transmission is described by the gear ratios
illustrated below and the differential.
 Brakes
The brake system is represented by its design
parameters, according to table below:
 Aerodynamics maps
Reference Cx is 0.5.
This Cx is for a reference speed of 140 km/h
From this value, compensated values of Cx are obtained
for different speeds, wing angles and ride height.
 Aerodynamics maps
The same procedure is used for the front and rear
downforce Cz coefficients
 Full vehicle model
The full vehicle model can be seen below:
 Track modeling
VI-Road: Its a track building tool, open or closed,
which uses numerous data input format: CAD, GPS,
telemetry, among others.

interlagos guapor
Driver modeling
VI-Driver is a control
system developed to
drive the vehicle simply
and efficiently. Its main
characteristics are:
Robust, in order to adjust
to several types of
vehicles
Easy to adjust and self-
adjusting in some
situations
Capable of driving in sub-
limits and limit
conditions
 Maxperformance Maneuver
MaxPerformance is an event in VI-CRT which is used
to define a dynamic limit speed profile in a circuit.
The event uses a static solver (VISpeedGen) in order
to calculate a speed profile and then verify if the
calculated profile is viable through the dynamic
solver.
If it is impracticable, the static solver calculates a
new profile only near the impracticable region.
The process is repeated until a feasible speed profile
for the whole circuit is found.
 Model validation
The model validation can be seen through comparison
with telemetry: 1 simulation, 2 telemetry
300
Yaw rate
250
60
200
40
150 Srie1
Srie2 20
100

0
50 0 1000 2000 3000 4000 Srie1
Srie2
-20
0
0 1000 2000 3000 4000
-40

Longitudinal velocity -60

-80
 What is the best setup?

+
Airfoil
Alignment

Bumpers
Stabilizer bars

Spring set
Vehicle ride height
 Project options:

Infinite combinations
 Traditional Methodology
No
Is there
Define Adjust Test Assess Race
time?

Yes
Modify

Challenges
Laborious process;
Great number of options;
Highly nonlinear problem;
Little time available;
Empirical method;
 Optimization Approach :
Design
variables

Goals and Optimization

Best Setup
constraints Software

Simulation
tool (ViCRT)
New Approach:
Traditional challenges:
Laborious process; Automatic process
Large number of configurations; Robust
High non-linear problem; Optimization
Shortly available time; Algorithms

Empirical method; Scientific method

 modeFRONTIER:
Multidisciplinary Optimization Environment
Allow ealy coupling to almost any computer aided engineering.
 Optimization Setup:
Considerations:
Run time: 02 a 03min;
Automatized process: ~600 analyzes / day;
Summary:
14 input variables;
02 constraints;
01 goal;

Target: Answer in one day;

Strategy: Genetic algorithm - MOGA-II

Robust (Local optima);
Allow working with constraints and discrete variables;
 Evolution Theory Genetic Algorithms
Environment Problem
Individual Candidate solution
Fitness Solution quality

Best designs Natural selection

Best designs are selected and
combined through CrossOver and
Mutation,

Initial Population Next Generation of

ex.: Randon Designs Designs
History chart
Statistics

Setup Inicial (98.38)

Number of analysis = 600
~ 01 day of calculation
Setup otimizado (97.00)
Feasible designs= 547

Inicial Time Setup = 98.38 s

Optimized Setup = 97.00 s
Sensitivity Analysis: Lap Time

Main Parameters
Spring rear index
TOE: right rear
TOE: left rear
Wing angle
Sensitivity Analysis: Max. Speed

Main Parameters
Spring index rear
Damper curve front
Toe: left rear
Wing angle
 Parallel Coordinate Chart

Spring TOE TOE Wing Damper Max. Speed Lap Time

Index Left Rear Right Rear Curve - Front
Rear
Parallel Coordinate Chart

95% confidence
interval

Spring TOE TOE Wing Damper Max. Speed Lap time

Index Left Rear Right Rear Curve - Front
Rear
An image speaks for a 1000 words...

And so does a video!

 Conclusions
The adopted methodology have shown to be
adequate for use at a competition environment with
short response times and reliable results
The same tools can also be used in the automotive
industry
However powerful these tools may be, it will never
replace good engineering judgement and and a
skillful engineer!
Jean Tavares Horcaio
E-mail: jhorcaio@ford.com ou jyzf@uol.com.br