3RD PARTY PRODUCT | Michael Gipser, Gerald Hofmann, cosin scientific software
FTire: High-End Tire Model
for Vehicle Simulation in SIMPACK
Fig. 1: Tire structure distortion on Belgian block road
IDEAS DRIVING FTIRE DEVELOPMENT
A modern tire simulation model is expected
to be a virtual reproduction of the true tire,
covering all of its vehicle dynamics-relevant
aspects and their respective cross-correla-
tion, and providing reliable insight into the
dynamic behavior of the tire.
Such an accurate tire model has to take into
account many different kinds of external or
internal excitations, for example:
short-waved road irregularities (Fig.1)
sharp-edged and/or high obstacles with
small extensions like cleats and stones
location- and time-dependent road fric-
tion properties and water film depth
high-frequency rim oscillations induced
by active suspension control systems
variable inflation pressure
variable tire and road surface temperature
actual tread wear state
tire imbalance, non-uniformity, run-out
and other imperfections
10 | SIMPACK News | March 2014
The tire is undoubtedly both the most important and
the most complex vehicle suspension component.
With this in mind, tire simulation today requires
more than the mathematical approximation of a
hand full of steady-state, deflection- and slip-based
force/moment characteristics on ideally flat or con-
stantly curved surfaces. And it requires more than
sensing the road below the tire at a single
point, or an equivalent volume ap-
proach, which condenses the complex
geometrical road surface shape into
one value.
Neglecting this would result in over-
simplified tire dynamics and rough road
influence. This is what 'classical' tire models
have done since the earliest vehicle dynamics
simulations.
Instead, the increasing complexity of state-
of-the-art vehicle models requires a versatile,
robust and multi-purpose tire model that can be
used not only in 'classical' handling application
scenarios, but also with highly dynamic road excita-
tions, misuse scenarios, and any component test rig
application, simultaneously.
rim flexibility simplified model still observes all related
road surface flexibility and/or plasticity physical principles. To a certain extent, and
in clear contrast to pure mathematical ap-
Due to the nonlinear and high-frequency proximations, such models are able to ex-
nature of most of the tire dynamics aspects, trapolate conditions not completely covered
a physics-based model appears to be the by a respective experiment.
only option. The intrinsic benefit of physics- For example, consider the real tires main
based models is that there is no need to structure. This structure is composed of a
find and build in the tire behavior for every nearly axisymmetric placement of carcass,
single combination of belt, and bead, ar-
tire input signals, tire A modern tire simulation ranged in layers and
states and operating model is expected to be a virtual embedded into dif-
conditions. Rather, as reproduction of the true tire... ferent types of rubber
with the real tire, the compound as matrix
behavior is a consequence of fewer but material. In FTire, SIMPACKs high-end tire
more reliable physical principles. model, this structure is replaced by a closed
The art of tire modeling is no longer the Si- chain of small nonlinearly flexible bodies.
syphean task of implementing ever more ar- Despite this obvious simplification, the fol-
tificial influencing factors, trying to take into lowing are automatically observed:
account every new observed phenomenon.
Rather, it comes down to deciding which well-known relationships between differ-
physical effects may be neglected or simpli- ent modes and mode-shapes, and their
fied under certain conditions. The remaining dependency on load and rolling speed

500 to 2500 DOFs, assigned to a ring of belt segments:
translation along x/ y / z rotation about longitudinal axis
Belt segments coupled to each other and to rim by a large set of nonlinear spring/damper elements,
reflecting the tire's structural stiffness properties
Fig. 2a: Structure model: belt segments
impulse and energy conservation
structure distortion under different kinds
of static loads
relationships between local and global
stiffness
symmetry and defined of linearized mass
and stiffness matrix, etc.
FTire arranges the physics-based tire de-
scription into subsystems, well-defined sys-
tem boundaries and interface signals which
have clear physical meaning. This allows
easy activation and deactivation of certain
tire model extensions, without replacing the
data-file or changing the model interfacing.
To complete this 'model scope on demand'
approach, two more aspects have to be
mentioned:
FTire is scalable with respect to timely
and spatial resolution of structural dis-
cretization and road surface sensing. This
is achieved by strictly decoupling physical
data and numerical settings. Whatever
internal time step, segment number or
tread block number is chosen, the pre-
scribed static, modal and steady-state
properties used to determine internal
physical parameters will be precisely
matched by FTire. This is achieved in a
fully automated way, during the so-called
data pre-processing phase, which is re-
peated if numerical settings are changed.
Several of the subsystem models were
introduced to extend FTires scope of ap-
plication, e.g., road surface description,
Michael Gipser, Gerald Hofmann, cosin scientific software | 3RD PARTY PRODUCT
The most important development aspect of
FTire is the design and implementation of
bending with 3 to 9 shape functions feasible, reliable, and affordable methods
to determine the parameters of the physical
submodels.
After this, the inherent numerical complex-
ity of some of the models requires the de-
velopment of optimized ODE and PDE solv-
ers, running in co-simulation with the MBS,
FEM, or system dynamics solver. Today, it is
expected that tire models run in real-time,
for HiL and driving simulator applications.
FTire does so, after some internal tuning,
but with the original core model.
CORE MECHANICAL MODEL
FTires core model is a special, MBS-like ar-
rangement of nonlinear elasticity, dissipative
and inertia elements which replace the real
tire structure (Fig.2a/b). Selection of these
elements and their parameterization is such
that belt distortion under a wide range of
relevant external loads on flat or non-flat
surface matches that of the real tire in a de-
tailed way. Lower-order eigenfrequencies,
mode shapes (including bending modes),
soft-soil model and rim flexibility model, and modal damping values are matched
which may be replaced with user-written sufficiently well at the same time. Stiffness
versions using standardized C-code parameters and internal belt normal forces
interfaces. are influenced by actual inflation pressure
(Fig.2c).
By the means listed above, the tire model The related parameterization takes respec-
variant actually used is tailored to the ap- tive measurements of the global tire stiff-
plication, saving computing time without ness under different conditions, as well as
the need to maintain different tire models eigenfrequencies and related mode shapes,
or tire model data files. for use in a parameter identification (PI) pro-
rim
Ffr
ictio
n
dd
yn
Ffriction F friction d dyn
ddyn d radial c radial ssion
cfr
ictio pro
gre
n
cd dradial
yn
c dyn
cradial nod
e
cfriction cdyn belt
progression
belt
nod
e belt node
hysteresis force/deflection progressivity
by dry friction run-on-flat bottoming
dynamic stiffening by nonlinear radial springs
by Maxwell elements
Fig. 2b: Structure model: radial force elements
SIMPACK News | March 2014 | 11
 3RD PARTY PRODUCT | Michael Gipser, Gerald Hofmann, cosin scientific software

implemented in internal, switchable structural stiffness), and tread friction

subsystems (Fig.4): characteristics
A tread wear prediction model, driven by
Extra contact elements for local friction power and tread tempera-
tire misuse simulations, like ture (Fig.5)
belt-to-rim contact (bot- A flexible and visco-elastic rim model,
toming), sidewall-to-curb which can be replaced by a user-provided
contact, and rim-to-curb model
contact A soft soil model, based on the Bekker-
stiffness: Several modifications of Wong soil equation[7] which can be
c = c (p) the core mode parameters, replaced by a user-provided terra-me-
to take into account differ- chanical soil model (Fig.6)
ent types of tire imperfec- A fluid-dynamics-based filling gas vibra-
tions such as imbalance, tion model, driven mainly by time- and
non-uniformity, tread gauge location-dependent variations of the tire
variations, conicity, ply-steer cross section, to predict excitation and
and more influence of 'cavity modes'
A thermal model, predicting
the filling gas temperature as well PARAMETERIZATION
pressure forces: as the tread surface temperature field. In FTire's parameterization procedure, a
Fpressure = F (p) n It is driven by heat generated in all dis- clear distinction is made between data
sipative and friction used internally in the
Fig. 2c: Inflation pressure influence elements of the me- A clear distinction is made model equations ('pre-
chanical core model, between data used internally processed' data), and
as well as by cooling in the model equations, and data to be supplied by
cess. Alternatively, comparable static load through convec- data to be supplied by the user. the user ('basic' data).
cases or modal analyses of a FEM tire model tion, radiation and a Basic data are obtained
may serve as 'virtual measurements'. In or- transfer of heat into the environment. by standard laboratory measurements, or by
der to compare modal data, FTire provides In turn, the temperatures influence both equivalent simulations with an FEM model,
linearized system matrices at any arbitrary inflation pressure (and by this indirectly if available.
operating point.
The second component of the core model
is the tread description, comprised of an
arbitrary number (typically between 3.000
and 10.000) of massless 'contact ele-
ments' (Fig.3). These contact sensors, with
extensions in the range of millimeters, are
attached to the structure model elements
and potentially come into contact with the
road. If so, radial deflection (and thus local
ground pressure), local sliding velocity, indi-
vidual temperature, and local road contact
tangent planes are used to compute sensor-
individual normal and friction forces. These
forces constitute the distributed external
load of the structure model.
By setting the unloaded lengths of the
contact sensors in an appropriate way, it is
possible to take into account grooves, lugs,
and other tread patterns (Fig.3).
FTires road evaluation supports all quasi-
ground pressure [MPa]
industry-standard road data formats, and
in addition, has a simple interface for > 0.80
0.70 .. 0.80
user-defined road models. The complete 0.60 .. 0.70
decoupling of road evaluation from SIM- 0.50 .. 0.60
0.40 .. 0.50
PACK allows SIMPACK to be connected to
0.30 .. 0.40
all FTire-supported road models, without 0.20 .. 0.30
any extra provisions within SIMPACK. 0.10 .. 0.20
< 0.01
t= 0.152s
SUBSYSTEMS grid-line dist. 20mm s= 0.84h
Next to the core model, FTire optionally pro-
vides several extensions, most of which are Fig. 3: Tread model

12 | SIMPACK News | March 2014

 Michael Gipser, Gerald Hofmann, cosin scientific software | 3RD PARTY PRODUCT

3rd Party
MBS solver
internal CTI
stiff roads

user
defined
stiff rim
stiff
road
CTI 3rd Party
interface
system
internal MBS simulator
FTire core susp. model
internal flexible
rim model

internal
user
soil model
defined
flex.
user rim
defined model
soil interface
model
interface

Fig. 4: FTire: subsystems, system borders, interfaces, plug-ins

These standard measurements are selected control of FTires animation selection of user-defined submodels
to be as inexpensive, repeatable, signifi- provision of TYDEX/STI output specification of FTires speed mode, a
cant, and as reliable as possible. Observing provision of key tire data, as required by collection of settings to influence FTires
this, a standardized measurement proce- the calling vehicle model speed of computation (up to real-time
durewhich was recently defined by a
working group of German car manufactur-
ershas been recommended.
Comprehensive software (FTire/fit, Fig.7) is
available to automate the parameterization
and validation process (Fig.8a/b), based
upon these measurements. However, such
methods require significant training and
expertise in tire dynamics. Certain test labo-
ratories provide 'turn-key' FTire data files.

INTERFACING AND NUMERICS

FTire is run in co-simulation, thus completely
decoupling the integration of its huge
number of internal state variables from
SIMPACKs DAE solver. As with all other
supported simulation environments, the in-
terface between SIMPACK and FTire is real-
ized by an easy to apply, but comprehensive
application programming interface. This
API, called CTI (cosin tire interface), handles:

exchange of system signals between ve-

hicle and tire model
loading of tire and road data files
specification of operating conditions
requests for extra output Fig. 5: Tread wear model activated

SIMPACK News | March 2014 | 13

 3RD PARTY PRODUCT | Michael Gipser, Gerald Hofmann, cosin scientific software

The integrator deals with potentially

extremely large non-linear structure defor-
mations, locally unstable friction character-
istics, and high numerical stiffness of the
structures equations of motion.
The integrator takes full advantage of FTires
numerical properties, like the nearly axisym-
metric tire structure and clear discrimination
between stiff and non-stiff system com-
ponents. It guarantees certain static and
modal properties of the discretized model,
ground pressure [MPa]
independent of actual numerical settings
> 0.80 like internal step-size and mesh resolution.
0.70 .. 0.80
0.60 .. 0.70
Although using a constant internal step-size
0.50 .. 0.60
0.40 .. 0.50
is preferable, CTI and FTire can be connect-
0.30 .. 0.40
0.20 .. 0.30
ed to any step-size- and order-controlling
0.10 .. 0.20 external solver. However, FTires perfor-
< 0.01
t = 0.091s mance is best if the solver step size does not
s = 1.63h
grid-line dist. 20mm change too often.
Fig. 6: FTire on soft soil model: pressure distribution and road surface deformation
CONCLUSION
Nearly 15 years of intense development,
capability for simultaneous computation FTires specialized ODE/PDE solver updates preceded by 15 years of experience in
of all tires of a vehicle) tens of thousands of state variables (includ- tire modeling, have made FTire the most
ing 3Ddisplacements, comprehensive and
and much more. The use of these capa- temperature, friction A modern tire simulation frequently used physi-
bilities is under sole control of the calling and wear state of all model is expected to be a virtual cal tire model today.
solver. CTI and FTire are packed into a single contact elements) once reproduction of the true tire... Providing the complete
dynamic library (cti.dll in Windows systems per internal time step. tool chain to create,
and libcti.so in Linux systems), without any The duration of this time step can be cho- analyze, and process data for both tire
extra dependencies. sen, but is typically around 0.2ms. and road surface properties, it is available

Directly Measured Data

size & geometry,
mass
vertical stiffnes....

In-Plane Statics Traction / Braking In-Plane Cleat Tests

belt in-plane and lateral belt extensibility,
bending stiffness, in-plane damping,
belt longitudinal stiffness... tread stiffness... more tread rubber properties...

Out-Of-Plane Statics Handling Out-Of-Plane Cleat Tests

small slip values out-of-plane damping,
belt lateral and torsional belt-out-of-plane bending belt out-of-plane flexibility
stiffness... stiffness... kinematics...

Friction Characteristics
large slip values

sliding friction coefficients

Fig. 7: Sequential parameter identification, using direct data, static properties, steady-state measurements, and dynamic cleat tests for in-plane
and out-of-plane excitation

14 | SIMPACK News | March 2014

 Michael Gipser, Gerald Hofmann, cosin scientific software | 3RD PARTY PRODUCT

in all important vehicle simulation environ-
ments. FTire is used by several dozen OEMs,
tire manufacturers, tier-1-suppliers, and
research institutes world-wide and can be
applied to almost all types of ground vehicle
and aircraft tires. It has become the first
choice for ride comfort, handling, durability,
and mobility applications.
REFERENCES
[1] FTire documentation and more material:
www.cosin.eu
[2] Gipser, M.: FTirethe Tire Simulation Model
for all Applications Related to Vehicle Dynamics.
Vehicle System Dynamics, Vol. 45:1, pp. 217225,
2007
[3] Gipser, M.: RGR Road Models for FTire. Proc.
SAE World Congress 08M-54, Detroit 2008
[4] Gipser, M.: The FTire Tire Model. In: Pacejka,H. B.:
Tyre and Vehicle Dynamics (3rd ed.), pp. 582
586. SAE International 2012
[5] Gipser, M.: Pneumatic Tire Models: the
Detailed Mechanical Approach. In: Road and
Off-Road Vehicle System Dynamics Handbook.
Mastinu, Plchl (eds), CRC Press, to appear in
November 2013
[6] Wong, J.Y.: Terramechanics and Off-Road
Vehicle Engineering (2nd ed.). Butterworth-
Heinemann, Oxford 2010

Wheel Load 2.3 kN Wheel Load 3.5 kN Wheel Load 4.7 kN

[N] longitudial force [N] longitudial force [N] longitudial force
600 800
400
600
400
200 400
200
200
0 0
0
-200 -200
-200

-400 -400
-400
-600 -600
0.00 0.05 0.10 0.15 0.20 0.25 0.30 0.35 0.40
0.00 0.05 0.10 0.15 0.20 0.25 0.30 0.35 0.40
0.00 0.05 0.10 0.15 0.20 0.25 0.30 0.35 0.40

time [s] time [s] time [s]
[N] vertical force [N] vertical force [N] vertical force
3600 4400 5600
3400
4200 5400
3200
4000 5200
3000
2800 3800 5000
2600
3600 4800
2400
3400 4600
2200
2000 3200 4400
0.00 0.05 0.10 0.15 0.20 0.25 0.30 0.35 0.40
0.00 0.05 0.10 0.15 0.20 0.25 0.30 0.35 0.40
0.00 0.05 0.10 0.15 0.20 0.25 0.30 0.35 0.40

time [s] time [s] time [s]

Fig. 8a: Cleat test validation, v = 5 km/h (blue = measurement, red = FTire)

Wheel Load 2.3 kN Wheel Load 3.5 kN Wheel Load 4.7 kN

[N] longitudial force [N] longitudial force [N] longitudial force
1500 1500 1500

1000 1000
1000

500
500 500
0
0 0
-500

-500 -500 -1000

-1000 -1000 -1500

0.00 0.02 0.04 0.06 0.08 0.10
0.00 0.02 0.04 0.06 0.08 0.10
0.00 0.02 0.04 0.06 0.08 0.10

time [s] time [s] time [s]

[N] vertical force [N] vertical force [N] vertical force

4000 5000 6000

3500 4500 5500

3000 4000 5000

2500 3500 4500

2000 3000 4000

1500 2500 3500

1000 2000 3000

0.00 0.02 0.04 0.06 0.08 0.10
0.00 0.02 0.04 0.06 0.08 0.10
0.00 0.02 0.04 0.06 0.08 0.10

time [s] time [s] time [s]

Fig. 8b: Cleat test validation, v = 40 km/h (blue = measurement, red = FTire)

SIMPACK News | March 2014 | 15