A switching traction control strategy based on tire force feedback

Pavković, Danijel; Deur, Joško; Hrovat, Davor; Burgio, Gilberto

doi:10.1109/cca.2009.5281121

Cited by 10 publications

(10 citation statements)

References 10 publications

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“…Two signal adaptation approaches have been developed and compared: (i) design of a superimposed control loop of the tyre static curve gradient [13], and (ii) design of an improved switching logic for both spinning and adhesion transition detection and control [14]. These two approaches are presented in Sections 4.1 and 4.2, respectively, and the comparative simulation results are shown in Section 4.3.…”

Section: Robust Model-based Control Strategymentioning

confidence: 99%

A model-based traction control strategy non-reliant on wheel slip information

Deur

Pavković

Burgio

et al. 2011

Vehicle System Dynamics

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Section: Robust Model-based Control Strategymentioning

confidence: 99%

A model-based traction control strategy non-reliant on wheel slip information

Deur

Pavković

Burgio

et al. 2011

Vehicle System Dynamics

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“…where the subscript max represents the maximum value of each applied load. Substituting g for each load into equation (1), the compliance matrix C is normalized and the ideal case is achieved. 30,32 The need for optimization is just to pre-set the design specifications to a given ratio which equals g. Since the matrix C is linear and the force sensitivity is a relative measure, the condition number will be dependent on the ratio a rather than on any absolute value of the rated load.…”

Section: Performance Criteria For the Optimal Designmentioning

confidence: 99%

“…The interaction between the vehicle and the ground is represented by these forces and, therefore, sensing the wheel forces and torques is quite significant for vehicle testing. [1][2][3][4] To obtain the time histories of the forces, the multiaxis wheel force transducer (WFT), [5][6][7][8] which offers the capability of acquiring the load data on the vehicle spindle, has been promoted with great interest by researchers. Because of the superior qualities of good static and dynamic performances, unchanged unsprung mass characteristics, onboard testing techniques and flexible, fast and easy installation on different vehicles, WFTs can be used to obtain input data for durability testing and evaluation of complete vehicles, subsystems and components or to provide data for computational simulations and for verification of numerical models, as well as for applications for the determination and optimization of the tyre characteristics and the design of the active suspension, traction and braking control systems.…”

Section: Introductionmentioning

confidence: 99%

Design and optimization of a self-decoupled six-axis wheel force transducer for a heavy truck

Feng

Lin

Zhang

et al. 2015

Proceedings of the Institution of Mechanical Engineers, Part D:

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A wheel force transducer is a vital instrument in the vehicle-testing field which provides a means for determining experimentally the forces and the moments transmitted to a vehicle through the tyre contact patch. However, existing wheel force transducers are almost commercial products. They are expensive and, for business reasons, technical information is not made public. This slows down the development of the wheel force transducer itself to a certain extent. Moreover, research studies on the wheel force transducer mainly focus on utilization of this tool for vehicle simulations, traction control and anti-lock braking evaluation as it provides information on the characteristics, the performance and the limitations of the vehicle. From the perspective of the sensor itself, although improvement in the transducer accuracy and information extraction using signal-processing methods have been successfully developed in the literature, few investigations on the design of the wheel force transducer have been reported yet. Accordingly, a general design and optimization procedure for the wheel force transducer with a practical case study will be of great significance. Since technical difficulties, admittedly, are primarily about the issues of how to design and optimize the transducer, in this paper a new selfdecoupled six-axis wheel force transducer for a heavy truck is designed and fabricated. An easy-to-understand design procedure is highlighted mainly including the conceptual design with the aims of a universal-purpose self-decoupled transducer with an eight-spoke structure, an optimization design which depends on the proposed comprehensive performance criteria in the computer-aided procedure, and a collectivity design focus on the mechatronics assembly for a heavy-truck application. Finally, the wheel force transducer is manufactured, calibrated and tested. The results show that the mean errors of the six-axis forces are about 3% of the full scale with 1% non-linearity, 0.5% repeatability and 1% hysteresis for the sensor only, that there are increased mean values of about 2% non-linearity, 1% repeatability and 1.4% for a certain tyre assembly and that the observed dynamic response is about 2.5-3.5 ms. Both the self-decoupled characteristics and the sensor performance are verified to meet the design and optimization, and the transducer with a real-time wheel force output is also confirmed by road tests.

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“…The output curves of the F x bridge and F z bridge: (a) the full output curves; (b) the partially enlarged curves. inner diameter of the inner ring r 2 outer diameter of the inner ring r 3 inner diameter of the outer ring r 4 outer diameter of the outer ring U voltage of the power supply U F x output of the F x bridge U F y output of the F z bridge U M y output of the M y bridge X c X axis of the elastic body coordinates X w X axis of the wheel coordinates y FS,i full-scale value of the i-dimensional forces or torques Y c Y axis of the elastic body coordinates Y w Y axis of the wheel coordinates Z c Z axis of the elastic body coordinates Z w Z axis of the wheel coordinates DR i change in the resistance of the strain gauge D(y C,ij ) max maximum value of the i-dimensional force or torque when applying the j-dimensional force or torque to the sensor u rotation angle between O c X c Y c Z c and O w X w Y w Z w e i change in the resistance j C,ij degree of static coupling between the idimensional force and the j-dimensional force…”

mentioning

confidence: 99%

A self-decoupled three-axis force sensor for measuring the wheel force

Lin

Pang

Zhang

et al. 2013

Proceedings of the Institution of Mechanical Engineers, Part D:

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The wheel force transducer is an important device in the automotive testing field which can measure the force or torque applied to the wheel. Because existing wheel force transducers are almost commercial products, they are too expensive and technical information about them has not been made public; this slows down the development of the wheel force transducer to a certain extent. Accordingly a three-axis wheel force transducer is presented in this paper which is selfdecoupled without calculating the decoupling matrix in theory. Its elastic body has a spoke structure with eight elastic beams, which means that it is easy to fabricate. This paper first introduces the overall elastic body structure of the proposed wheel force transducer. Then the strain gauge arrangement, the principle of strain measurement, the connection modes of the bridge circuits and the rotation decoupling principle for F x and F z are analysed, and the self-decoupled characteristics are depicted in detail. Finally, to verify the validity of the designed wheel force transducer, three kinds of experiment are carried out. In the static experiments the static performance and the self-decoupled characteristics of the wheel force transducer are verified; in the dynamic tests, a vehicle dynamics test system is adopted to verify the accuracy of the wheel force transducer in the dynamic environment; in road tests, the sensor is installed in the vehicle to verify whether the output of the proposed wheel force transducer can reflect the variation in the force applied to the wheel in practical applications. The results shows the following: first, the maximum non-linearity error, the maximum hysteresis error and the maximum repeatability error of the proposed wheel force transducer are 0.9% of the full scale, 1.1% of the full scale and 0.5% of the full scale respectively; second, the static coupling rate is about 0.08%, which means that the designed wheel force transducer is self-decoupled in theory; third, the proposed wheel force transducer can measure F x , F z and M y effectively in real applications.

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A switching traction control strategy based on tire force feedback

Cited by 10 publications

References 10 publications

A model-based traction control strategy non-reliant on wheel slip information

A model-based traction control strategy non-reliant on wheel slip information

Design and optimization of a self-decoupled six-axis wheel force transducer for a heavy truck

A self-decoupled three-axis force sensor for measuring the wheel force

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