WSEAS TRANSACTIONS on SYSTEMS Catalin Alexandru, Claudiu Pozna

Dynamic Modeling and Control of the Windshield Wiper Mechanisms

CATALIN ALEXANDRU, CLAUDIU POZNA
Product Design and Robotics Department
University Transilvania of Brasov
29 Bd. Eroilor, 500036 Brasov
ROMANIA
calex@unitbv.ro, cp@unitbv.ro

Abstract: - Determining the real behavior of the windshield wiper mechanisms is a priority in the design stage
since the emergence of the computer graphic simulation. The paper attempts to analyze and simulate the
windshield wiper systems by using a complex virtual prototyping platform, which integrates specific software
solutions for realizing the 3D solid model (CATIA), modeling the MBS mechanical model (ADAMS), and
controlling the mechanism (MATLAB). For applying the design strategy, we considered a tandem pattern
double-lever system, which is approached in the concurrent engineering concept, by integrating the control
system in the mechanical model at the virtual prototype level. To drive the mechanism, a DC motor is used, the
objective being to control the angular velocity of the rotor, which is the input parameter in the mechanical
model; the output, which is transmitted to the controller, is the motor torque. Driving the system by using the
motor torque is more realistic than attaching a motion generator and driving the motion directly.

Key-Words: - Windshield wiper mechanism, Multibody system, Mechatronic model, Virtual prototype

1 Introduction economy or market, while the functional design

The windshield wiper mechanisms are vehicle- involves identifying, modeling and evaluating the
specific systems in which the wiping motion is operational performances of the wiper systems, and
transferred from the wiper motor to the pivot-shaft the deviations from the imposed characteristics,
assemblies via linkages. A compact wiper system with other words the mode in which the mechanism
consists of the following components: wiper motor responses to the design requirements.
with thermo-switch, wiper gearing, motor crank,
steel base-plate, crank linkage, pivot-shaft assembly
with oscillating crank, and second pivot-shaft
assembly with plate (for parallel wipe pattern). The
linkage forces are supported by the sheet metal of
the vehicle’s bodywork.
For the modern vehicles, the following systems
are frequently used (fig. 1): single-lever systems
with parallel wipe patterns (a), single-lever systems
with sector wipe patterns (b), opposed-pattern a.
double-lever systems with parallel wipe patterns (c),
opposed-pattern double-lever systems with
overlapping sector wipe patterns (d), tandem-pattern
double-lever systems with overlapping sector wipe
patterns (e), and tandem-pattern three-lever systems
with extra-wide overlapping sector wipe patterns (f).
The modern design process of the products (in
this case, the wiper mechanisms) involves
conceptual and functional design, command &
control, digital mock-up, virtual prototyping and
testing [1]. The conceptual design has as main
objective to establish the best product concept, by b.
using data picked by the science, technology, Fig. 1

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2 Design Steps and Tools

The analysis flow-chart of the windshield wiper
mechanisms is shown in figure 2. The conceptual
design has as objective to identify accurate and
efficient mechanical configurations suitable for
wiper systems. The synthesis can be made using a
structural synthesis method based on Multi-Body
Systems (MBS) theory, according to which a
mechanical system is defined as a collection of
c. bodies with large translational and rotational
motions, linked by simple or composite joints.

d.

e. Fig. 2

The structural design consists in the following

stages: identifying all possible graphs, taking into
account the space motion of the system, the type of
joints, the number of bodies, and the degree of
mobility of the multibody system; selecting the
graphs that are admitting supplementary conditions
imposed by the specific utilization field;
transforming the selected graphs into mechanisms
by mentioning the fixed body and the function of
f. the other bodies, identifying the distinct graphs
Fig. 1 versions based on the preceding particularizations,
transforming these graphs versions into mechanisms
In these terms, the paper attempts to analyze and by mentioning the types of geometric constraints
simulate the windshield wiper mechanisms by using (ex. revolute joint - R, or translational joint - T). The
a virtual prototyping platform, which includes the graphs of the multibody system are defined as
following software solutions: CAD (Computer features based on the modules, considering the
Aided Design), MBS (MultiBody Systems), FEA number of bodies and the relationships between
(Finite Element Analysis), and C&C (Command & them (ex. R, T, R-R, R-T).
Control). The application is made for a tandem In the structural synthesis, there can be taken
pattern double-lever wiper mechanism, at which the considered general criteria, for example the degree
driving element is a DC electric motor. of mobility of the mechanism (M=1), the number of

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bodies, and the motion space (S=3 for the planar In the last decade, a new type of studies was
mechanisms, and S=6 in the general spatial case), as defined through the utilization of the MBS
well as specific criteria, for example the type of the environments: the Virtual Prototyping [6, 7, 8]. This
joints between the bodies. In this way, the structural technology consists mainly in conceiving a detailed
synthesis method was applied and a collection of model and using it in a virtual experiment, in a
possible structural schemes were obtained, one of similar way with the real case. No longer is it
them being used in this study. necessary to wait months to build a hardware
The kinematic model contains the rigid parts, prototype, instrument it, run tests on it, and make a
which are connected through geometric constraints small number of expensive modifications to it in
(joints), and the geometric parameters that define order to assess proposed design changes.
the mechanism; the input is made using kinematic The traditional CAD/CAM/CAE practices
restrictions (motion generators), which controls the focused on a concept referred to as art-to-part.
angular position or velocity of the driving elements. Nearly all software activities were oriented toward
The inverse dynamic model includes the kinematic the design, development, and manufacturing of
model and, in addition, the external & internal higher quality parts. Unfortunately, optimal part
forces; this model is used to determine the turning design rarely leads to optimal system design. The
moment applied by the driving motor (in our case, interaction of form, fit, function, and assembly of all
the DC motor). The dynamic model includes the parts in a product is a major contributor to overall
inverse dynamic model, but the input is made product quality. The big opportunity to increase
through the above-determined torque; the aim is to quality and reduce time and cost has now shifted to
simulate/evaluate the real behavior of the the system level. The system-level solutions include
windshield wiper mechanism. digital mock-up tools to investigate product form
Determining the real behavior is a priority in the and fit, and virtual prototyping tools to assess
design stage since the emergence of the computer product function and operating performance.
graphic simulation. Recent publications [2, 3, 4] Basically, the virtual prototyping platform
reveal a growing interest on analysis methods for includes CAD, MBS and FEA programs. The CAD
multi-body systems, which may facilitate the self- environment is used to create the geometric model
formulating algorithms, having as main goal the of the system, which contains information about the
reducing of the processing time in order to make mass & inertia properties of the rigid parts. The
possible real - time simulation. MBS software, which represents the central
The modeling & analysis of the windshield wiper component of the virtual prototyping platform, is
mechanisms by using the MBS method involves the used for analyzing, optimizing and simulating the
following steps [5]: defining the wiper mechanism kinematic and dynamic behavior of the mechanical
as multi-body system (modeling the kinematic system. The FEA software is used for modeling
elements as bodies or geometric restrictions); flexible components, which allows capturing inertial
establishing the coordinate frames of the bodies and compliance effects during simulation, and
(global frame - for the ground, and local frames - predict loads with greater accuracy, therefore
one for each mobile part, respectively); defining the achieving more realistic results.
geometric model of the wiper mechanism, for each In the paper concept, the windshield wiper
part in the local coordinate system; defining the mechanisms are approached as mechatronic
connection matrices between the local coordinate systems, which integrate mechanics, electronics and
frames and the global coordinate frame; establishing information technology. The mechatronic systems
the global coordinates of the characteristic points are built-up with some units with basic functions,
that define the topologic model of the wiper which are made to interact between them in order to
mechanism; defining the equation system that form a complex system with a given functionality.
describe the geometric and kinematic constraints The component that increases the performance of
from the wiper mechanism; formulating the motion's the mechatronic system is the control software,
differential equations using different formalisms which is integrated in the electronic part.
(ex. Newton - Euler, Lagrange); defining the mass In the typical design process of a mechanical
and inertia characteristics of the bodies; establishing system with controls, the mechanical designer and
the reaction forces and torques from the wiper the controls designer work from the same concept,
mechanism (elastic and damping forces / torques, but use different sets of software tools. The result is
joints reactions); solving the algebraic and that each designer produces a model for the same
differential equation system that describes the problem. Each design is then subject to verification
dynamic behavior. and testing, and the first time the two designs are

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brought together is during physical prototype

testing. If a problem occurs during the interaction
between the controls design and the mechanical
design, the engineers must refine the control design
and/or the mechanical design, and then go through
the entire verification process. Integrating the
control system in the mechanical model, the two
designers can share the same model; they can also
verify from one database the combined effects of a
control system on a nonlinear, non-rigid model [9].
In this way, the physical testing process is greatly
simplified, and the risk of the control law being
poorly matched to the real (physical) system is
eliminated.
In these terms, the virtual prototyping platform
has to include a C&C (Command & Control)
software product, which directly exchanges
information with the MBS software; the output from
the MBS model is input for the control system and
vice-versa. The analysis process creates a closed
loop in which the control inputs from the control
application affect the MBS simulation, and the MBS
outputs affect the control input levels.
In the concurrent engineering philosophy, the
simulation algorithm of the windshield wiper Fig. 3
mechanisms involves the following steps:
developing the mechanical model (including bodies,
joints, forces etc.); identifying the inputs and
outputs that complete a closed loop between the
mechanic model and the control system; importing
the mechanical model block in the C&C
environment; explaining the trajectory and
synthesizing the reference signals; designing the
control system diagram; designing the controller and
the interface electric circuits; simulating the
mechatronic system.
Under these circumstances, the general scheme
of the virtual prototyping platform used in our
research study is shown in figure 3. The digital
platform integrates the following licensed software
products: CAD - CATIA, MBS - ADAMS/View,
FEA - ADAMS/AutoFlex, C&C -
ADAMS/Controls & MATLAB/Simulink.
Fig. 4

The 3D-solid model of the mechanism was made

3 Application using the CAD software CATIA. The geometry was
In order to apply the above-described analysis
transferred to ADAMS/View using the STEP
algorithm, a tandem pattern double-lever wiper
(Standard for the Exchange of Product Model Data)
mechanism (corresponding to a passenger car) was
file format, through ADAMS/Exchange module.
taken into consideration. The mechanism contains
The elastic wiper lamellas were modeled using the
two four-bar spatial linkages: ABCD - the command
specific ADAMS/AutoFlex module, by
mechanism, from the motor crank to the left wiper
transforming the rigid geometry in flexible part.
arm & lamella, and DEFG - the connection
The motor crank (1) and the left & right wiper
mechanism, which transmits the revolute motion to
arms (3, 5) are connected to the fixed part (i.e. the
the right arm & lamella (fig. 4).

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car body - 0) using revolute joints (A, D, G). The describe the variables that come back into ADAMS;
crank linkages (2, 4) are connected to the motor build the block diagram - build the control system
crank, respectively to the wiper arms, using block diagram with a control software, and include
spherical joints (B, C, E, F). The passive rotations of the ADAMS plant in the block diagram; simulate
the crank linkages are restricted by imposing null the combined mechanical model and control system.
rotational motions in the joint C and E (kinematic To drive the windshield wiper mechanism, a DC
restrictions). The mechanism has one degree of electric motor is used, so that the objective of the
mobility, DOM=6·n-Σr=30-29=1, where n controlling process is to control the angular velocity
represents the number of mobile parts, and Σr is the of the motor crank, which is perturbed with the
number of geometric & kinematic restrictions. crank turning moment. In these conditions, the input
In the kinematic and inverse dynamic models, to the mechanical model is the angular velocity of
the mechanism is driven using a motion generator, the motor crank, and the output, which will be
which controls the angular position or velocity of transmitted to the controller, is the crank turning
the motor crank. For the dynamic model, the moment - the motor torque (fig. 5).
kinematic constraint is replaced by the motor torque
applied to the input crank. Driving the mechanism
by using the motor torque is more realistic than
attaching a motion generator to the input crank and
driving the motion directly. By applying a torque,
we can look at issues related to motor size in an
actual mechanical system.
The dynamic model includes also the friction
forces that act on the flexible lamellas, which
depend on the friction coefficient between rubber Fig. 5
and windshield, and the normal force generated by
the spring mounted between the wiper arm and the The mechanical model and the control system
oscillating crank. The direction of the friction force communicate by passing state variables back and
depends on the sign of wiper arm velocity, which is forth. Therefore, it is necessary to define the
modeled by the SIGN function using the specific model’s input and output variables, and the
Function Builder module. This function transfers the functions that those inputs and outputs reference,
sign of an expression representing a numerical value with a set of ADAMS state variables. For the input
state variable, representing the angular velocity of
SIGN (a1, a2) = ABS(a1) if a2 ≥ 0, and SIGN(a1,
to the magnitude of another expression, as follows:
the motor crank, the run-time function is 0.0 during
a2) = -ABS(a1) if a2 < 0, respectively. In our case, each step of the simulation, because the velocity
a1 represents the magnitude of the friction force, will get its value from the control application. The
and a2 is the angular velocity of the wiper arm. In run-time function for the input variable is
these circumstances, there are the following VARVAL(angular_velocity), where VARVAL (the
expressions for the left & right friction forces: acronym from Variable Value) is an ADAMS
SIGN(value, left_arm_velocity), SIGN(value, function that returns the value of the given variable
right_arm_velocity), where value is the design [9]. In other words, the input angular velocity gets
variable that define the force magnitude. its value from the input variable. For the output state
In order to obtain the torque that move the motor variable, representing the crank turning moment, the
crank, a control system is developed using run-time function returns the sum of torques on
ADAMS/Controls and MATLAB/Simulink. motor crank in a coordinate system marker placed in
ADAMS/Controls is a plug-in to ADAMS/View the joint at car body. Thus, the function assigns the
that allows integrating motion simulation and control torque to the output state variable.
controlling system design in the virtual model. The next step is for exporting the plant files for
ADAMS/Controls allows connecting the ADAMS the control application. The Plant Input refers the
model to block diagrams that are developed with the input state variable (angular_velocity), and the Plant
control application. The four-step process of Output refers the output state variable
combining ADAMS with MATLAB involves [10]: (control_torque). ADAMS/Controls save the input
build the mechanical model, which includes all and output information in an *.m file (specific for
necessary geometry, constraints, forces; identify the MATLAB). It also generates a command file
plant inputs and outputs - the outputs describe the (*.cmd) and a dataset file (*.adm), which will be
variables that go to MATLAB, and the inputs used during the simulation process.

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With these files, the control system block is

created in MATLAB/Simulink, in order to complete
the link between the controls and mechanical
systems. ADAMS/Controls and MATLAB
communicate by passing state variables back and
forth. ADAMS accepts the control inputs from
MATLAB and integrates the mechanical model in
response to them. At the same time, ADAMS
provides the control torque information for Fig. 8
MATLAB to integrate the Simulink model.
The mechatronic system is composed from the According with this diagram, we will control
following components: the actuator, which in this only the DC motor, which is perturbed with the
case is a controlled DC motor, the gear box, the torque T. The computation of the torque T is based
windshield wiper mechanism, the measurement on the dynamic model of the mechanism on which
system (i.e. the sensor), and the controller. The acts the outside forces. For detailing the diagram
dynamic model of the DC motor (fig. 6), which is an shown in figure 8, we will focus on the DC motor
electro-mechanical system, is given by the relations: subsystem, transforming the equations (1) with the

+ E , Jεm = KM i −bωm −T , E = K b ωm ,
Laplace operator, as follows:
V = Ra i + L
Ω m ( s ) = GV ( s ) ⋅ V ( s ) − GT ( s ) ⋅ T ( s) ,
di
(1)
dt (2)

where V is the input voltage, T - the torque, Ra - the where Ωm(s) is the Laplace transform of ωm, V(s) -
resistance, L - the inductance, i - the current, Kb - the Laplace transform of V, T(s) - the Laplace
the contra-electromotor constant, qm - the rotor transform of T, GV(s)&GT(s) - the transfer functions:
position, ωm ( q& m )- the angular velocity of the rotor,

GV ( s ) =
εm - the angular acceleration, J - the inertial moment, KM
+ ( JRa + bL ) s + ( bRa + K b K M )
, (3)
KM - the motor torque coefficient, b - the viscous LJs 2

friction [11].
Ls + Ra
GT ( s ) =
+ ( JRa + bL ) s + ( bRa + K b K M )
. (4)
2
LJs

Fig. 6

The structure of the dynamic model is shown in

figure 7, in which there are mentioned the
interactions parameters between the three
subsystems: DC motor with gear box, wiper Fig. 9
mechanism, and the interaction with outside. The
controlled parameter of the DC motor is the angular In this way, we obtained the detailed model of
velocity, and for this reason the diagram from figure the system, which is shown in figure 9. The transfer
7 is transformed in the diagram shown in figure 8. function of the plant is GV, which has not poles in
the origin, and for this reason the steady state error
for a step input will be different from zero if we use
a proportional controller. For obtaining a zero error
steady state, it is necessary to use a proportional
integer controller. By the final value theorem, we
Fig. 7 obtained the next result (see figure 10):

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1 ⎛ ⎞ ⎛ ⎞
ε (∞) = lim s ⋅ ⋅ ⎜⎜1 − C V ⎟⎟ = lim ⎜⎜ ⎟⎟ = 0 . (5)
G G 1 After this comments, we have simulated the
s →0 s ⎝ 1 + GV GC ⎠ s → 0⎝ 1 + GV GC ⎠
effects of a PI controller for the DC motor. The
block diagram, realized in MATLAB/Simulink, is
presented in figure 12. A more appropriated result
can be obtained using the state space representation
of the DC motor. The dynamical model of this
system is given by the following equations, in which
“x” represents the state vector:

⎡ b KM ⎤
⎢− ⎡0⎤ ⎡ 1⎤
J ⎥ ⋅ x + ⎢ 1 ⎥ ⋅ u + ⎢− ⎥ ⋅ T ,
Fig. 10
x& = ⎢ J ⎥
⎢− b − a⎥ ⎢⎣ L ⎥⎦ ⎢ 0 ⎥
⎣ ⎦
If the perturbation is constant (approximated by K R J
⎣ L L⎦
(7)
the step signal) the steady state error can be
⎡ω⎤
y = [1 0]⋅ x, x = ⎢ ⎥.
computed with the relation (see figure 11):
⎣i ⎦
ωm (∞) = lim s ⋅ ⋅ =0.
1 GT
s 1 + GV GC
(6)
s →0
In order to use the Ackermann algorithm, we
have selected the poles position in:

⎧γ1 = −15
⎪
⎨γ2 = −14 − 0.2 j .
⎪γ = −14 + 0.2 j
(8)
⎩3

Fig. 11

Fig. 13

In these terms, the simulation diagram was

realized in MATLAB/Simulink (fig. 13), the
simulation results being presented in figure 14. For
the step response (fig. 14, a), the input is a step
signal - the desired angular velocity is constant; the
perturbation is zero, and the output is over damped
Fig. 12
signal, which has a zero steady state. For the

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perturbation rejection (fig. 14, b), the input signal is For finishing the simulation diagram (fig. 15),
zero and the perturbation is constant; in the end, the the DC motor block was integrated with the
output is zero, and the perturbation is rejected. mechanical system block (ADAMS_SUB), and with
the input signal block for the angular velocity of the
rotor (Pulse Generator). For beginning, the .m file is
loaded in the MATLAB command line, and then,
for creating the MSC ADAMS block diagram, there
is a special command, namely adams_sys. This
command builds a new model in Simulink
(adams_sys_.mdl), which contains the
MSC.Software S-Function block (fig. 16),
representing the non-linear MSC.ADAMS model
(i.e. the mechanical system). The ADAMS block is
created based on the information from the .m file.
To set the simulation parameters (e.g. the solver
type, the communication interval, the number of
communications per output step, the simulation &
a. animation model), the MSC.ADAMS Plant Mask is
used. In this way, ADAMS accepts the controlled
input from MATLAB and integrates the mechanical
model in response to them. At the same time,
ADAMS provides the motor torque for MATLAB
to integrate the control system model.

b.
Fig. 14

Fig. 16

4 Results and Conclusions

Using the above-presented design algorithm, for the
double-lever windshield wiper mechanism shown in
figure 4, a lot of results were obtained in order to
Fig. 15 evaluate the dynamic behavior. For example, in

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figure 17 there are presented the time history The application is a typical example of virtual
variations for the input and output parameters (the prototyping. One of the most important advantages
control torque and the angular velocity of the rotor), of this kind of simulation is the possibility to
while in figure 18 there are shown the variations of perform virtual measurements in any point and/or
the current voltage and intensity. At the same time, area, and for any parameter (ex. motion, force). This
the diagram of the reference signal is shown in is not always possible in the real cases due to the
figure 19. The results correspond for two complete lack of space for transducers placement or lack of
rotations of the motor crank. As we can see, the appropriate transducers.

motor crank (in the regime phase, ω1≅360

control system generates the angular velocity of the On the other hand, integrating the control system
in the mechanical structure, the testing process is
degrees/second), the bounds appearing when the greatly simplified, and the risk of the control law
lamellas change the rotation direction (the friction being poorly matched to the real system is
forces change the sign). eliminated.

Fig. 17 Fig. 18

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In this way, we can investigate and evaluate the

complex dynamic behaviour of the automotive
wiper system, without going through expensive
hardware building and testing.

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McGrow-Hill, 1997.
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