Integration of vehicle yaw stabilisation and rollover prevention through nonlinear hierarchical control allocation

Alberding, Matthäus B.; Tjønnås, Johannes; Johansen, Tor Arne

doi:10.1080/00423114.2014.952643

Cited by 37 publications

(16 citation statements)

References 34 publications

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“…(8), we obtain: The point representing the centre of the universal joint that connects the bar 3 to the actuator 3 (point B 3 ), and the point that represents the centre of the spherical joint that connects the bar 3 to the end-effector (point A 3 ) are obtained by Eqs. (13) and 14, respectively ( Fig. 4b):…”

Section: Kinematic Modellingmentioning

confidence: 98%

“…Although the ESP is really effective for vehicle stability control and mitigate rollover situations, other means of control, so as active suspension [2][3][4], active steering [5,6] and active camber [7,8], can contribute to vehicle stability control. Furthermore, many studies have shown that nowadays there is a tendency to integrate two or more technologies to achieve stability control [9][10][11][12][13].…”

Section: Introductionmentioning

confidence: 99%

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Error analysis for an active geometry control suspension system

Malvezzi

Coelho

2018

J Braz. Soc. Mech. Sci. Eng.

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In order to improve the safety and comfort of passenger cars, many techniques have been proposed. Among them, the utilization of parallel mechanisms in rear suspensions has a great potential to increase the performance and stability of vehicles. In this paper, the error analysis of camber and rear steering angles, due to the use of a 3-DOF parallel mechanism as a vehicle suspension, is developed. Basically, two error sources are taken into consideration here, namely, manufacturing tolerances and actuators inaccuracies. In order to evaluate camber and rear steering angles, a kinematic model is derived. Then, a prediction of errors associated with those angles is conducted by two distinct methods. One method performs an error mapping inside the mechanism workspace, while the other one employs a parametric optimization. Finally, an impact of predicted errors on a vehicle dynamics is evaluated by performing three manoeuvres: steady-state cornering, fishhook and double lane change. The approach presented here and results obtained can contribute to other new researches about vehicle control systems. Keywords Camber error analysis • Rear steering angle error analysis • Automotive suspension • Active chassis systems • Vehicle dynamics • Parallel mechanism List of symbols Latin letters a y Vehicle lateral acceleration (m/s 2) K γ Camber gain (s 2 rad/m) K δ Steering wheel gain (adm) K v Yaw rate factor (s) K roll Auxiliary roll moment gain (Ns 2) M R Auxiliary roll moment at rear axle (Nm) r Vehicle yaw rate (rad/s) Greek letters ε Toe angle (rad) γ Camber angle (rad) δ w Steering wheel angle (rad)

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Section: Kinematic Modellingmentioning

confidence: 98%

Section: Introductionmentioning

confidence: 99%

Error analysis for an active geometry control suspension system

Malvezzi

Coelho

2018

J Braz. Soc. Mech. Sci. Eng.

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“…From the literature review and previous study, there exist some conflicts between roll and yaw stability control in some conditions. 27 The vehicle lateral stability control can be realized through two main approaches. The first one is the suspension control approach, it utilizes active or semi-active components or interconnected configurations to control the vehicle’s posture and load distribution among tires to control its yaw motions.…”

Section: Introductionmentioning

confidence: 99%

“…Apart from the braking system control, the variable torque distribution (VTD) system and all-wheel-drive (AWD) technology that effectively control the torque distribution among the wheels are the common choices. 2 However, the braking/traction control systems have their limitations in preventing rollover, 27 because it is too aggressive that a sudden braking action could successfully prevent rollover regarding yaw dynamics and destabilize the yaw motion. There are lots of investigations and applications in terms of the braking/traction control approach in academic study and industry, but it is hard to achieve the performance enhancement in both lateral and roll motion.…”

Section: Introductionmentioning

confidence: 99%

A comprehensive tune of coupled roll and lateral dynamics and parameter sensitivity study for a vehicle fitted with hydraulically interconnected suspension system

Zhang

Chen

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part D:

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Roll and lateral dynamics of a vehicle are heavily coupled together, the increase of roll stability does not necessarily result in the improvement of stability in the lateral plane, but the decrease in lateral stability possibly contributes to instability in the roll plane. To address this challenge, a comprehensive tune of coupled roll and lateral dynamics for a vehicle fitted with hydraulically interconnected suspension system is presented in this paper. A typical sport utility vehicle is selected and modeled with 10 degrees of freedom to conduct the dynamic simulation. Also, the fluid equations of the proposed hydraulically interconnected suspension system with nonlinear damper model are derived and incorporated into the vehicle model. Furthermore, the integrated model is validated by the field test. The simulation is also conducted to assess and compare the vehicle roll and lateral dynamic performances under fishhook maneuver. The results show that the well-tuned hydraulically interconnected suspension can suppress its body motion in roll plane, enhance the yaw rate tracking ability, minimize the sideslip angle at the center of gravity, and also decrease the slip angles for tires. Last, the parameter sensitivity analysis for a strongly nonlinear hydraulically interconnected suspension system illustrates how individual hydraulically interconnected suspension parameters (roll stiffness, roll stiffness nonlinearity, roll stiffness distribution ratio, and damping ratio) contribute to different dynamic aspects of a vehicle. The results indicate that, by controlling hydraulically interconnected suspension key parameters, the vehicle dynamic performance can be effectively controlled in both roll and lateral planes. The parameter sensitivity analysis findings have pointed out the direction for controller design and laid the foundation for active hydraulically interconnected suspension system development in the future.

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“…For instance, Electronic Stability Control systems (ESC) have been originally introduced to stabilize the yaw motion and to prevent over or under steering accidents of modern road vehicles [1][2][3][4][5]. On the other hand, according to the control action, several active rollover prevention systems were proposed such as differential-braking [6][7][8][9][10][11][12], active front wheel steering [13], anti-roll bars [14,15] and active suspension [16,17] or an integration of different actuators [18][19][20][21]. The majority of approaches quantifies the rollover threat by an appropriate index and switches the control authority to a roll stabilizing controller when indicated.…”

Section: Introductionmentioning

confidence: 99%

Active Vehicle Safety Using Integrated Control of Body Roll and Direct Yaw Moment

Elhefnawy¹,

Sharaf²,

Ragheb³

et al. 2016

The International Conference on Applied Mechanics and Mechanica

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This paper presents an integrated active roll control (ARC) and direct yaw control (DYC) system to improve both the rollover and cornering stability of the vehicle. The presented controller is developed based upon a combination of feedback and feedforward fuzzy logic control for roll control, and a fuzzy logic control for yaw rate.A full vehicle model is used to describe and simulate the vehicle dynamics. Additionally, a yaw-roll plane model is introduced to compare and therefor control the yaw rate, the side slip angle and the roll angle of the vehicle body. Five input variables are considered by the three controllers namely; the vehicle foreword speed, the steering wheel angle, the roll angle, the yaw rate and the side slip angle of the vehicle body. The control action of the direct yaw control DYC and the active roll control ARC both are carried out by generating a differential braking across the front wheels. The numerical modeling is carried out through the MATLAB / SIMULINK environment which suits the control and optimization process.Different simulation results are carried out by considering standard test maneuvers with different speeds such as J-turn, fishhook, and the lane change. The simulation results are compared during four cases namely; the uncontrolled system, the ARC controller only, the DYC controller only and the integrated ARC and DYC controllers. The results show a substantial improvement of the vehicle stability in term of vehicle lateral acceleration, side slip angle, the yaw rate and the roll angle for the developed integrated ARC and DYC controllers compared to that of the individual controller or the uncontrolled system. The main advantage of the proposed controller that it is relies on one actuation which is the differential braking. KEY WORDSActive roll control, direct yaw control, integrated control, fuzzy logic control ‫ـــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬ ‫ـــــــــــــــــــــــــــــــــــ‬ ‫ــــــــــــــــــــــــــــــــــ‬ ‫ـــــــــــــــــــــــــــــــــــــــ‬ * Egyptian Armed Force. AE Location of the origin of vehicle frame of reference from front and rear axle [m] , C f r Damping coefficient of front/rear suspension [N.s/m] , C f r α α Cornering stiffness of front, rear tires [N/rad] , , Tire forces expressed at wheel coordinate systems [N] g Gravitational acceleration [m/s 2 ] , , I I I xx yy zz Mass moment of inertia of the vehicle sprung mass [Kg.m 2 ] , , I I I xy yz zx Mass product moment of inertia of the vehicle sprung mass [Kg.m 2 ] I wi Mass moment of inertia of wheels [Kg.m 2 ] , K f r Stiffness coefficient of front/rear suspension spring [N/m] L Wheelbase (distance between front and rear axle) [m] M B i Braking moment applied to each wheel [N.m] M D i Driving moment applied at each wheel hub [N.m] M s Sprung mass of the vehicle [Kg] M t Total mass of the vehicle [Kg] M U i Resisting moment applied at each wheel hub [N.m] M wi Unsprung mass at each wheel [Kg] , , M M M X Y Z Net moments affecting the vehicle body [N...

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Integration of vehicle yaw stabilisation and rollover prevention through nonlinear hierarchical control allocation

Cited by 37 publications

References 34 publications

Error analysis for an active geometry control suspension system

Error analysis for an active geometry control suspension system

A comprehensive tune of coupled roll and lateral dynamics and parameter sensitivity study for a vehicle fitted with hydraulically interconnected suspension system

Active Vehicle Safety Using Integrated Control of Body Roll and Direct Yaw Moment

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