INTERNATIONAL JOURNAL OF

c 2008 Institute for Scientific

INFORMATION AND SYSTEMS SCIENCES Computing and Information
Volume 4, Number 3, Pages 394–409

MODELLING THE VEHICLE WITH HYDRODYNAMIC BRAKES

ON DOWNHILL ROUTES AND DEFINING THE BRAKE
PARAMETERS WITH THE PNEUMATIC VALVE

BRANIMIR D. KIKOVIĆ1 , NEMANJA S. VIŠNJIĆ2 , AND DRAGUTIN LJ. DEBELJKOVIĆ2

(Communicated by DRAGUTIN LJ. DEBELJKOVIĆ)

Abstract. A mathematical model of the road vehicle with hydrodynamic

brakes on road slopes, containing disturbances such as the variable load and
the angle of the slope, is presented. The input is the oil filling and the output
is the vehicle velocity. A mathematical model of the filling sump controlled by
the proportional spool valve is developed. Using different geometry of the valve
output port, the optional geometry is defined so that the pressure response in
the chamber are sufficiently linear and quick. The effects of the nonlinear flow
through the valve and the air compressibility in the chamber were carefully
considered. Finally, a model connecting the control signal in the control unit of
the hydrodynamic brake with the pressure in the sump, i.e. with the oil filling
in the working space of the brake, is developed, thus completing the modelling
and simulation process. The braking torque depends on the oil filling and the
number of revolution of the brake rotor. The mathematical models of both
the vehicle and the brake are nonlinear, but the analysis is carried out using
linear equations valid in corresponding areas limited with nominal values of the
model parameters.

Key Words. Vehicle, Downhill, Mathematical model, Hydrodynamic, Pneu-

matic proportional spool valves, Simulation.

1. Introduction
The hydrodynamic brake is a powerful unit for continuous braking of compact
design for buses and commercial vehicles located between the gearbox and the rear
axle of the vehicle, Fig.1.2 . The retarder braking torque is sustained even when
gear changes are made but it can not secure parked vehicles.
During braking the kinetic energy is transformed into heat. To dissipate the
heat, part of the circulating oil is pumped through the heat exchanger.
A retarder stage switch with maximum of 5 switching stages is used to control
the braking system. When the retarder operates under the function ”Constant
speed ” the present speed is memorized and the retarder holds the vehicle to this
speed downhill within the limit of the maximum braking torque.

Received by the editors July 1, 2007 and, in revised form, March 22, 2008.
2000 Mathematics Subject Classification. 93A.
This research was supported by the Ministry of Science and Environment Protection of the
Republic of Serbia for financing the national research project: The development of the new gen-
eration of buses.
394
 MODELLING THE VEHICLE WITH HYDRODYNAMIC BRAKES 395

The retarder braking stages 1 to 5 (except ”Constant speed”) generate different

oil filling of the working chamber. The maximum braking torque is obtained when
the retarder stage switch is in position 5 (for maximum filling).
The control medium is compressed air. When the retarder stage switch is acti-
vated, the control unit is fed by an input signal which provides a control current
to the proportional valve. Depending on the magnitude of the current, the pro-
portional valve provides a constant pressure on the oil sump and forces a certain
quantity of oil into the working chamber depending on the operating conditions
(prop shaft speed).
If the cooling water in the return pipe heats up to a predefined temperature, the
constant air pressure decreases linearly over the range of approximately 10o C at
the highest braking stage.

Fig.1.1 Functional scheme of the Fig.1.2 Schematic picture of the

hydrodynamic brake hydrodynamic brake

The electro pneumatic systems offer a better alternative to electrical or hy-

draulic systems for certain types of applications. Pneumatic actuators provide the
previously enumerated qualities at low cost. They are also suitable for clean envi-
ronments and safer and easier to work with. However, the position and the force
control of these actuators in applications that require high bandwidth is somehow
difficult. This is mainly due to the compressibility of air and highly nonlinear flow
through pneumatic system components.
The goal of this approach is to provide an accurate model of a system controlled
by a proportional spool valve. This model is targeted to develop force controllers
for the filling and the emptying of the working circuit of a hydrodynamic brake.
The filling and emptying of the circuit must take place quickly due to the requested
short response times; thus in the case of a hydrodynamic brake for road vehicles
the response times may not exceed 1 second.
Fig.1.1 shows a schematic representation of a hydrodynamic brake with the pro-
portional air valve activated by coil, the air reservoir, the oil reservoir and the oil
heat exchanger.

2. Modelling the vehicle with hydrodynamic brakes on a road slope

The longitudinal vehicle model has been created and divided into submodels:
the engine , the gearbox, the retarder, the propshaft, the wheels and the chasses
396 B.KIKOVIĆ, N.VIŠNJIĆ, AND D.DEBELJKOVIĆ

[10],[11],[13]. The torque expression for the retarder component:

(1) Tprop = Tg out − Tretardera
where Tprop is the propeller shaft torque(propeller shaft), Tg out the output shaft
torque of the gearbox, Tretarder the applied braking retarder torque, [5]:
2 5
(2) Tretarder = λρoil ωret Dret
where λ is a non-dimensional power coefficient,ρoil - the density of the operating
medium (oil), ωret - the angular velocity of the rotor (ωret = ωpropeller , Dret - the
profile diameter of the pump impeller.

Fig.2.1. Forces and torques acting Fig.2.2. Different speed signals from the
on a wheel driveline

Fig.2.2 shows: ωe which is the engine speed, ωt the turbine speed and ωp being
the propeller shaft speed. The motion of the wheels in the longitudinal direction
can be described by an ordinary rotating equation:
(3) Fx · r = Tω − Iω ω˙ω
The rolling resistance force Frr is acting in an opposite direction to the tire force, Fx .
Therefore, the traction force delivered to the chasing component can be described
by:
(4) Ftraction = Fx − Frr
with Frr being the rolling resistance force and Ftr the traction force:
Cr
(5) Frr = FZ sign(ωω )
100
with Cr - being the coefficient of the rolling resistance and FZ -the normal force
acting on the wheel.
The differential equation based on the Second Newtons Law for a vehicle in a
downhill motion is given in the following way:
0 X
(6) mV = Fdriving tot − Fslop − Far
0
with m-being the mass of the vehicle, V the acceleration of the vehicle,Fdriving tot
the driving force generated by all wheels,α = arctg(slope/100) the slope of the
road, Fslop = mgsinα the force of the road slope and Far the air resistance force:
ρa
(7) Far = CD A ∆V 2
2
where CD is an aerodynamic constant, A the frontal area of the vehicle, ρa the
density of the air, ∆V the difference between the vehicle and wind velocities.
From (6), Fdriving tot can be found. Assuming that ωp = ωw , Tw = Tprop and
 MODELLING THE VEHICLE WITH HYDRODYNAMIC BRAKES 397

Fdriving tot = Ftraction , we get from (3) and (4) the torque Tprop = Tw in terms of
the longitudinal vehicle movement parameters such as mass, resistance, slope, air
resistance etc.
¿From (1), it is obvious that the influence of applied braking retarder torque
Tretarder on vehicle dynamics is as follows:
.
2 0 Cr CD
(8) (mr + Iω ) ωp = Tg out − Tret − rFZ sign(ωp ) + mgr sin α − ρArV 2
1000 2

Fig.2.3. Forces acting on the chassis

The normal forces in Fig.2.3 are determined by the torque balance equations on
the front (Ff a ) and on the rear wheels (Fra ):
(lf r − lf m )mg cos α + hg mg sin α − ha Fad
(9) Ff a =
lf r
lf m mg cos α − hg mg sin α + Fad ha
(10) Fra =
lf r
Since we consider the rear wheels drive, the normal force FZ on the driving wheels
is the reaction force on the rear wheels Fra .
(11) λ = 0.025 + 0.28p
When the turbine speed becomes higher than the engine speed, a situation that can
appear on a downhill slope, the engine is no longer driving the transmission. The
engine is, then, driven by the transmission, and the output torque of the engine
can therefore be considered as negative. In that case, a friction torque is called a
shuffle torque.
The expression for the shuffle torque is calculated from a number of measurement
points, Fig.2.4.

(12) Tg out = (20 + 1.52 ωp ) Gratio , f or ωp (rad/ sec)

with Gratio being the adjusted gear ratio (3.51, 1.9, 1.43, 1, 0.74, 0.64). Substituting
(2), (11) and (12) into (8), we get:
(13)
.
(mr2 + Iω )lf r ω −lf r Gratio (20 + 1.52ωp ) − 0.025lf r ρoil Dp5 ωp2 − 0.28plf r ρoil Dp5 ωp2 +
p
0.5CD r3 ρv A(Cr ha − lf r )ωp2 = Cr rlf m mg cos α − (Cr hg + lf r )mgr sin α
The above equation is given in terms of the product of the oil filling coefficient p
(the input variable) and the propeller shaft speed ωp (the output variable) and that
398 B.KIKOVIĆ, N.VIŠNJIĆ, AND D.DEBELJKOVIĆ

Fig.2.4. Shuffle torque Fig.2.5. Coefficients of rolling re-

sistance Cr

fact has to be taken into account in the following process of the linearization and
normalization of (13):
ω
∂Tretarer
∂ωp = λ lf r ρoil D5 2ωp ωpN = 2 TretarderN
ωpN
(14) ∂Tretarder
pN
2 pN
∂p = 0.28lf r ρoil Dp ωp pN = 0.28 TretarderN
pN

The normalized equation (13) is given as follows:

.
(15) I ω +(−K1 + K2 + K3 + K4 )ωp = −KU p − Kcos cos α + Ksin sin α
p

and the corresponding constants as follows:

2
 2

I = (mr
 + Iω )lf r , K51 = [1.52 Gratio
 lf r ] , K2 = 0.05l f r ρoil D
 p ωp N ,
(16) K3 =  0.56plf r ρoil Dp ωp N , K4 = (Cr ha + lf r )CD r3 ρa Aωp N ,
KU = 0.28lf r ρoil Dp5 ωp2 N , Kcos = Cr rlf m mg , Ksin = (Cr hg + lf r )mg.
2.1. Parameter Identification and Simulation. The equation of the vehicle
motion on the slope (15) depends on a large number of parameters calculated for a
vehicle with certain characteristics: m = 18.000+10275 = 25.650kg, (constant mass
18.000 kg), r = 0.54m, Iω = 40kgm2 wheel, tire and other rotation part inertia,
ρoil = 850kg/m3 the oil density,ρa = 1.25kg/m3 the air density, Cr = 0.007 or
Cr = 0.006+0.58∗10−8 ωp2 the rolling resistance coefficient, (Fig.2.6), CD = 0.5−1.1
the aerodynamic constant.
Geometric characteristics are h = 2.56m, b = 2.5m, hg = 0.854m, lf r = 6m, ha =
1.28m, lf m = 3m, A = hb = 6.4m2 , (Fig.2.4). Coefficients Ki , i = 1, 2, 3, 4 given in
(15) are defined for two different hydrodynamic brakes Dp : 0.320 and 0.250m and
braking retarder torques 4000 and 2000N m for nominal values of ωN and pN .
The Simulink model was first introduced for the open loop system, i.e. when
the driver himself chooses the stage of oil filling at the control system input, while
the output value is that of the angular velocity or the vehicle velocity. The vehicle
velocity depends, above all, on the oil filling and the road slope representing the
disturbance or the second system input.
The input of the system without a feedback is the oil filling and the system
is presented by four subsystems depending on the nominal value of the oil filling.
Eight linear models have been formed and boundaries are set within which they
are valid for two types of hydrodynamic brake. Based on the Simulink model, it
is possible to investigate the influence of the oil filling, the slope and the type of
brake, as well as the current gear, on the output angular velocity.
Fig.2.6-2.7 show the simulation results for variable and constant filling. The
angular velocity follows the change of the filling- to a lesser degree, and of the
 MODELLING THE VEHICLE WITH HYDRODYNAMIC BRAKES 399

Fig.2.6. Variable filling and constant Fig.2.7. Constant filling and variable
slope slope

slope- to a greater degree. It also varies in accordance with the change of vehicle
weight ( the lighter the vehicle, the bigger the velocity loss).
In case when the vehicle velocity is kept constant [3], the closed-loop system is
formed, Fig.2.8, the subsystem of which is the open-loop system. The input is the
given angular velocity and the output is the real output velocity and the braking
torque.

Fig.2.8. Closed-loop system in case of the constant velocity

Fig.2.9 shows the variation of the angular velocity and torque for a PID control
unit and a stable system response, the slope is constant.
Fig.2.10 shows the velocity change in the case of variable slope for predefined
regulation parameters. The responses are influenced by the periodical variation
of the slope only to a lesser degree in contrast to the open-loop system. Also, the
variation of the regulation parameters has smaller influence on the system responses
in comparison to the open-loop system.
400 B.KIKOVIĆ, N.VIŠNJIĆ, AND D.DEBELJKOVIĆ

So far, the input value has been that of the oil filling. Now, we turn to the analysis
of the HD brake itself where the input variable is the voltage or the current which
in turn gives rise to the oil filling and the previously given analysis then follows.

Fig.2.9. Velocity and torque for the Fig.2.10. Velocity and torque for the
constant slope in the closed-loop variable slope in the closed-loop system

3. Mathematical model of the pneumatic system

3.1. The model of the chamber. The most general model for describing the
behavior of a gas volume consists of three equations: a state equation (ideal gas), the
conservation of mass (or continuity) equation and the energy equation. Assuming
that : (i) the gas is ideal, (ii) the pressure and the temperature within the chamber
are homogeneous, and (iii) the kinetic and the potential energy is negligible, the
equations can be written for the chamber. Considering the control volume V , with
the air density ρ, the mass m, the pressure P , and the temperature T and the ideal
gas constant R, the energy equation can be written as follows, [2],[4]:
k−1 1 0 0 V 0
(17) (qin − qout ) + (min − mout ) − V = P
k ρ kP
0
where qin and qout are the heat transfer terms, k is the specific heat ratio, min and
0
mout are the mass flows entering and leaving the chamber.
Analyzing the heat transfer terms, further simplifications can be made. If the
process is considered to be adiabatic (qin −qout = 0) and isothermal (T = constant)
then the only difference in the pressure change rate will be the specific heat ratio
term k. Thus, both equations can be written as:
0 RT 0 0 P 0
(18) P = (αin min − αout mout ) − α V
V V
with α, αin and αout taking values between 1 and k, depending on the actual nature
of the heat transfer during the process. In (18) one does not have to know the exact
heat transfer characteristics, but merely estimate the coefficients α, αin and αout .
The fact that the uncertainty of the estimation is banded by k to 1. For the charging
process, the value of αin close to k is recommended, while for the discharging of
the chamber αout should be chosen close to 1.
3.2. The Valve Model. The pneumatic valve is a critical component. It is a
command element, and should be able to provide fast and precisely controlled air
flows through the chambers. There are many available designs for pneumatic valves,
which differ in geometry of the active orifice, type of the flow regulating element,
number of paths and ports.
 MODELLING THE VEHICLE WITH HYDRODYNAMIC BRAKES 401

Fig.3.1. Valve spool dynamic Fig.3.2. The area of radial holes in the
valve sleeve

We have restricted our study to the proportional spool valves, actuated by coils.
Two types of the valve geometry will be analyzed: (i) the circular output shape
and (ii) the rectangular output shape. The design presents several advantages, such
as quasi-linear flow characteristic, small time constant, very low hysteresis and low
internal friction [1],[7].
The spool is balanced with respect to the pressure and positioned at the equi-
librium (closed) position using two coil springs. Modelling of the valve involves
two aspects: the dynamics of the valve spool, and the mass flow through the valve
variable orifices. Analyzing Fig. 3.1, the equation of motion for the valve spool can
be written as:
0
(19) Ms x,,s = −cs xs − Ff + ks (xs0 − xs ) − ks (xs0 + xs ) − Fc

where xs is the spool displacement, xs0 is the spring compression at the equilib-
rium position, Ms is the spool and the coil assembly mass, cs is the viscous friction
coefficient, Ff is the Coulomb friction force, ks is the spool spring constant, and
Fc = Kf c ic is the force produced by the coil (with Kf c being the coil force coeffi-
cient, and ic the coil current).
The pressure drop across the valve orifice is usually large, and the flow has to
be treated as compressible and turbulent. If the upstream to downstream pressure
ratio is larger than the critical value Pcr , the flow will attain sonic velocity (choked
flow) and will depend linearly on upstream pressure. If this ratio is smaller than
Pcs , the mass flow depends nonlinearly on both pressures. The standard equation
for the mass flow trough the orifice of the area Av is:
( Pu Pd
0
Cf Av C1 √ T
, if Pu ≤ Pcr
(20) mv = Pu Pd
q
C f Av C 2 √ ( )
T Pu
1/k
1 − ( PPud )(k−1)/k , if PPud ≥ Pcr

0
where mv is the mass flow through the valve orifice, Cf is non dimensional discharge
coefficient, Pu is the upstream pressure, Pd is downstream pressure and:
r s
k 2 k+1/k−1 2k 2 k/k−1
(21) C1 = ( ) ; C2 = ; Pcr = ( )
R k+1 R(k − 1) k+1

The area of the valve is given by the spool position relative to the radial holes in
the valve sleeve, as shown in Fig. 3.2 for circular and rectangular figuration.
402 B.KIKOVIĆ, N.VIŠNJIĆ, AND D.DEBELJKOVIĆ

The valve effective areas for circular (Avr ) figuration is given by the following
expression, [6],[8]:
(22) 
 0,  if xs ≤ pq
 w − Rh ,  
Rh −pw +xs
2
p
Avr = nh 2Rh arctan − (p − x ) R 2 − (p − x )2 ,
Rh +pw −xs w s h w s

2
πnh Rh , if xs ≥ pw + Rh .


3.3. Parameter Identification and Simulation. The mathematical model in-

cludes a number of geometric and functional characteristics or parameters. Some
parameters, such as valve dimensions and mass are provided by the manufacturer or
they can be easily measured. Other parameters, such as the critical pressure ratio
for choked flow, can be calculated using formulas and values for physical constants
involved.
References [10] and [9] show that the parameters, such as the valve discharge
coefficient or the spool viscous friction coefficient, cannot be directly measured or
calculated. Instead, they have to be estimated using experiments.
The value for the coil force coefficient is provided in the coil user manual (Kf c =
2.78N/m2). The values for the valve mass and the valve assembly parts such as
spool diameter and width, hole radius in the valve sleeve, spool spring constant
are measured from the prototype design made by the Mihajlo Pupin Institute from
Belgrade (Ms = 0.02kg, Dk = 0.01m, 2pw = 0.005m, Rh = 0.002m, nh = 4, ks =
100kg/m).
The two Simulink models, for circular and rectangular figurations of the holes
in the valve sleeve, contain all equations, which are present in the mathematical
model. Models differ in respect to the two types of the valve areas (Avr and Avb ).
Fig.3.3 represents simulation responses pd and Avb for the rectangular figuration
of the radial holes in the valve sleeve.

Fig.3.3a. Rectangular figuration re- Fig.3.3b. Rectangular figuration re-

sponse sponse

For two step inputs (the current on the coil), the pressures are proportional
with the inputs. The response times are approximately 5 s. The valve opening is
also proportional to the input signal and lasts as long as the transient process for
pressure.
For the oscillatory input value, the pressure pd and the area Avb also have oscil-
latory nature in the transient process that lasts for about 50 s.
Fig.3.4 shows, for reasons of comparison, the responses for Avr and pd for the
circular shape of the radial openings.
 MODELLING THE VEHICLE WITH HYDRODYNAMIC BRAKES 403

All input responses are proportional, but faster and they last 1.5 s. The change
of the valve opening is more uniform.
Based on simulation models, it is possible to examine both the influence of the
geometry and the other elements in the valve construction.

Fig.3.4a. Circular figuration response Fig.3.4b. Circular figuration response

4. The static characteristics of the hydrodynamic brake

Analyzing the torque characteristics, Fig.4.1, for the hydrodynamic brake with
the maximum braking torque of 2000 Nm in case of the constant power, [12], as
well as the Bernoulli equations for the chosen cross-sections, Fig1.1, the pressure
and the oil flow velocity characteristics have been obtained, Fig.4.2-4.4, where:
- py -the sump pressure in terms of the oil filling,
p −∆p
−px = ∆pa + yH1 −ha (H1 − H) -the pressure at elevation H, expressed in terms
of the oil filling assuming that it varies in direct proportion to the oil level in the
sump,
-pdin -the dynamic pressure at the brake rotor exit which depends on the oil filling
as well as on the number of revolution of the rotor n,
-pdk -the oil pressure in the oil cooler,
-pa - the pressure of the oil flow at the brake entry,
-Vi ; i = 1, 2, 3 and 4-the oil flow velocity at certain cross-sections,
-H = 0.1m-the elevation of the non return valve and of the point at which oil re-
turns to the oil sump,
-h-oil level in the oil sump,
-H1 = 0.31m-the elevation at which the oil flows into/out of the brake rotor.

Some other geometry characteristics of the brake will be listed here as well:
-Aul = 740mm2 -the sum of the entry openings of the brake,
-Aiz = 290mm2 -the sum of the exit openings of the brake,
-Vsump = 2.5l-the volume of the sump filled with oil,
-l = 0.3m-the length of the sump basis,
-b = 0.1m- the width of the sump basis.
404 B.KIKOVIĆ, N.VIŠNJIĆ, AND D.DEBELJKOVIĆ

Fig.4.1. The braking torque in terms of Fig.4.2. The sump pressures in terms
the angular velocity for various fillings of the oil filling

Fig.4.3. The dynamic and cooler pres- Fig.4.4. The oil flow velocity at the en-
sure in terms of the oil filling try to the rotor in terms of the oil filling

5. The dynamic behavior of the hydrodynamic brake

In contrast to the §3 in which the vehicle motion on the slope was modelled with
oil filling as the input variable, we now focus to the modelling of the brake itself
with the input variable being the current signal at the valve entry. The output
variable is, in this case, the filling p, i.e. the oil level h in the sump space of the
brake.
The simulation scheme of the hydrodynamic brake given in the Simulink toolbox
of the Matlab programme language is considered, Fig.5.1. It enables us to determine
the system responses for various input signals and for different structural brake
designs as well as the types of alteration of the physical parameters in time domain,
i.e. it enables us to simulate the system performance in time domain.
The responses of the following variables are presented: xs [m]- spool displacement
as it was previously defined, Av [m2 ] - the valve orifice area, ṁv [kg/s] - air mass
flow, py [P a] - air pressure in the sump (or the output valve pressure), h[m]- oil level
in the sump.
5.1. The influence of various input signals to the system parameter re-
sponses. First, let us present the system responses, Fig5.2, to the Sine Wave input
raised by 0.5 in the positive direction of the y-axis. The amplitude of these oscil-
lations is 0.5, the frequency is 10rad/s and the phase is 0. If the same type of the
input signal is applied, but with the ten times smaller amplitude, 0.05, raised in
the positive direction of the y- axis by 0.05, the response as in Fig.5.3 appears.
 MODELLING THE VEHICLE WITH HYDRODYNAMIC BRAKES 405

Fig.5.1. The simulation scheme of the hydrodynamic brake

It is obvious that due to the small input signal, the spool displacement doesn’t
even reach the saturation limit and the levelled part of the spool displacement and
of the valve orifice area response is gone. On the other hand, the two types of the
mass flow alteration are present in both cases implying that the pressure exceeds
the critical value separating those two types of alteration.
The next signal, the influence of which is investigated, is of the same type as all
the previous ones, with the amplitude of 0.05 and the frequency of 1 rad/s and the
simulation result is shown in Fig.5.4.
One can easily notice that the frequency of the output signals closely follows that
of the input ones and the mass flow suddenly changes as the pressure py reaches
and exceeds the critical value.
Fig.5.5 shows the system responses to the same input signal with a different
frequency of only 0.1 rad/s.
5.2. The influence of the various structural designs of the HD brake.
5.2.1. The change of the spool spring constant. Instead of the spool spring
constant value of ks = 100kg/m which has been used so far, the new value will be
introduced, i.e. ks = 500kg/m.
The input signal is the same as the signal used to give rise to the results in
Fig.5.2 and its effect on the system responses is given in Fig.5.6 .
The Fig.5.6 shows that due to the increased value of the spool spring constant,
the input signal induces smaller intensity responses compared with the previous
results. If the value chosen for the spool spring constant is ks = 50kg/m, Fig.5.7
shows the result of that change when the input signal applied to the system differs
from the previous one in having the amplitude of only 0.05.
The results given in Fig.5.6 and Fig.5.7 are very similar because the increase of
the rigidity in the former case is compensated by the decrease in the input signal
amplitude in the latter, which makes the results pretty much even.
5.2.2. The change of the brake component dimensions. Let us first make
an increase in the brake dimensions - those of the sump volume and the elevation
of the rotor (stator) axis with respect to the chamber (H1 ).
406 B.KIKOVIĆ, N.VIŠNJIĆ, AND D.DEBELJKOVIĆ

Fig.5.2. The system variable responses Fig.5.3. The system variable responses

Fig.5.4. The system variable responses Fig.5.5. The system variable responses

Fig.5.6. The system variable responses Fig.5.7. The system variable responses

The new dimensions are now being introduced: b = 0.2m, l = 0.6m, H1 = 0.450m
and H = 0.100m.
Fig.5.8 and Fig.5.9 show the system responses for the input signals with the
amplitudes 0.5 and 0.05, respectively, and the frequency of 10rad/s.
The response in Fig.5.9 shows the biggest exceptions as a consequence of the
small input amplitude and increased sump dimensions and, consequently, increased
system inertia. Due to this slow change of the input signal, neither the pressure py
nor the change of the oil level in the oil sump h, reach their ultimate values within
the standard time interval of 10 s.
 MODELLING THE VEHICLE WITH HYDRODYNAMIC BRAKES 407

Fig.5.8. The system variable responses Fig.5.9. The system variable responses

Now we should show the system responses of the system with decreased dimen-
sions for various inputs. The previously mentioned geometry characteristics are as
follows b = 0, 05m, l = 0, 15m, H1 = 0.21m and H = 0.1m.
The following input signals are applied to the system:
a) the Sine Wave input raised by 0.5 in the positive direction of the y- axis. The
amplitude of these oscillations is 0.5, the frequency is 10rad/s and the phase is 0,
Fig.5.10.

Fig.5.10. The system variable responses Fig.5.11. The system variable responses

b) the Sine Wave input raised by 0.05 in the positive direction of the y- axis.
The amplitude of these oscillations is 0.05, the frequency is 10rad/s and the phase
is 0, Fig.5.11.
The small amplitude of the input, Fig.5.11, causes the small amplitudes of the
responses which don’t reach the saturation limits imposed to the spool displacement
xs and to the pressure py . The oil level variations h are such that the level decreases
from 0.1m to 0 in the first three seconds and then starts to oscillate around zero
which is actually the response that is the closest to what is happening in real system.
c) the Sine Wave input raised by 0.05 in the positive direction of the y- axis.
The amplitude of these oscillations is 0.05, the frequency is 1rad/s and the phase
is 0, Fig.5.12.
d) the Sine Wave input raised by 0.05 in the positive direction of the y- axis.
The amplitude of these oscillations is 0.05, the frequency is 0.1 rad/s and the phase
is 0, Fig.5.13.
408 B.KIKOVIĆ, N.VIŠNJIĆ, AND D.DEBELJKOVIĆ

Fig.5.12. The system variable responses Fig.5.13. The system variable responses

Similar trends are noticed in Fig.5.12 and Fig.5.13 as in Fig.5.10 and Fig.5.11,
the only difference being the smaller frequency which gives rise to the responses
which are less ”ruffled”.
6. Conclusion
In §2 a mathematical model of the vehicle with the hydrodynamic brake on a
slope has been formed and all the necessary parameters have been identified. The
input is the oil filling of the working space of the brake having its values from 0 to
1, and the output is the angular velocity of the output shaft ωp . The disturbance
variables are the slope and the variable vehicle load. It is possible to analyze the
influence of certain parameters such as, for example, the dimensions of the brake.
The nonlinear model has been linearized through the creation of eight linear models
valid around certain nominal points in which the angular velocity and the oil filling
have certain nominal values. The simulation results have given us the information
about the relation between the output angular velocity and the inputs- the oil
filling, the slope and the load.
The model was formed in its closed-loop variant (constant velocity). Using the
Matlab simulation, the angular velocity and the braking torque responses in cases of
the constant and variable slope, and for various regulation parameters, are obtained.
In §3, a detailed mathematical model of an air filling chamber controlled by a
proportional coil activated valve is presented. The air pressure is used to pump the
oil into the work circuit of the hydrodynamic brake. The pressure response must
be linear and quick.
The valve dynamics, the nonlinearity of the valve effective area with respect to
the coil current, and the nonlinear turbulent flow through the valve orifice have
also been taken into account. The proposed model is not only accurate, but also
sufficiently simple so that it can be used online in control applications.
The two Simulink models are presented for the circular and the rectangular
figuration of the radial holes in the valve sleeve.
Simulation results show the advantages of the circular over the rectangular fig-
uration.
In §4, the HD brake is treated as a separate element. First, the static analysis of
pressures and velocities in certain cross-sections has been performed and the torque
characteristic has been determined.
The dynamic analysis in §5 deals with the behavior of the brake itself, with
the current at the proportional valve being the input signal and the filling of the
brake working space being the output variable. The influence of the variable input
 MODELLING THE VEHICLE WITH HYDRODYNAMIC BRAKES 409

signal, the spool spring constant and the dimensions (the geometry) of the brake
components.
All this gives us the possibility of the complete analysis of the hydrodynamic
braking system of the vehicle.
References
[1] Blackburn, J.,Fluid Power Control, Cambridge, The Massachusetts Institute of Technology,
Fourth printing, April 1972.
[2] Kagava, T., Simulatiosmodell fur pneumatische Zylinderantriebe, Olhydraulik und Pneumatik,
Nr.2, (34), 1990., pp115-120.
[3] Kikovic,B, Mathematical model parameters of vehicle with the hydrodynamic brake, Proc. 50.
ETRAN (In Serbian),Belgrade 6.-8. June 2006.,
[4] Kikovic B. , Electropneumatic positionering Drawtube of the regulation Hydrodynamic cou-
pling,Proc. XXIX HIPNEF2004, (In Serbian) pp.443-448, Vrnjacka Banja, May 2004.
[5] Kikovic B. , Modeling Problematic of Hydrodynamics Regulation Coupling, Proc. 49. ETRAN
(In Serbia) , Vol. I pp 274 - 277, Budva (Yu), 5- 10. June 2005.
[6] Kikovic B. ,Defining the optimal Geometry of Proportinal Valve Using Computer Simulation,
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pp. 1271-1274, Nov. , 2005.
[7] Merritt, H.E, Hydraulic control system, New York: John Wiley& Sons, 1967.
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614-620.
[9] Richer, E., A High Performance Pneumatic Force Actuator: Part I Nonlinear Mathematical
Model, Transactions of the ASME, Vol. 122, September 2000., pp.416-425.
[10] Skoko, D.,Kikovic, B., Debeljkovic, D. Lj.,Modeling the road vehicle with hydrodynamics
brakes, Proc. HIPNEF 2006. (In Serbian), 24.- 26. May 2006.,Vrnjacka Banja, pp 61- 68,
[11] Sonderg, T.,Heavy Truck Modeling For Fuel Consumption Simulations and Measurments,
D.S. thesis, dept. Elect. Eng., Linkoping University, Sweden,2001.
[12] VOITH, Overview of Service Documentacion VR 120-2 VR 133-2, 2005.
[13] Zackrrisson, T., Modeling and Simulation of driveline with an automatic gearbox, Masters
Thesis, December, 2003.
1 MihajloPupin Institute, Volgina 15, 11000 Belgrade, Serbia
E-mail: bane@labtel.imp.bg.ac.yu
2 University of Belgrade, Faculty of Mechanical Eng, Department of Control Engineering,

Kraljice Marije 16, 11000 Belgrade, Serbia

E-mail: nebi@infosky.net and ddebeljkovic@mas.bg.ac.yu