Steering strategies for multi-axle vehicles

Bayar, Kerem; Ünlüsoy, Y. Samim

doi:10.1504/ijhvs.2008.022243

Cited by 20 publications

(10 citation statements)

References 26 publications

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“…Steady-state yaw plane parameters, such as equivalent wheelbase and understeer, can be expressed using this new convention (Williams, 2012a(Williams, , 2012b. A different three-axle model using the traditional conventions including conventional absolute distances to locate axles has been developed (Bayar and Unlusoy, 2008) This model uses the signum function and does not lend itself to algebraic manipulation. Because it is relatively easy to manipulate equations ( 27) and ( 28), expressions for the equivalent wheelbase and understeer of a complex vehicle can be written.…”

Section: Multiaxle Applicationmentioning

confidence: 99%

Rationale for a new vehicle dynamic convention

Williams¹,

Margolis

2020

Journal of Vibration and Control

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The term “slip angle” has been inconsistently applied in the vehicle dynamics field for some time, even in the presence of a clear definition in the SAE J670 standard defining vehicle dynamic terms. This work proposes the opposite of the Society of Automotive Engineers slip angle convention, not a completely unknown concept in the literature. This proposed slip angle convention is combined with a simple yet novel convention change for axle location. Differences between the conventional model and the new conventions are discussed, and the differences between the proposed convention and SAE J670 are clearly delineated. This work is intended as a reference to be used in the vehicle dynamics community by any researcher wishing to work with a model more intuitively pleasing and widely applicable than the accepted standard. This work does not present a particular new research result. Rather, it provides context on the often confusing choice of vehicle dynamic conventions and suggests a preferable selection.

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Section: Multiaxle Applicationmentioning

confidence: 99%

Rationale for a new vehicle dynamic convention

Williams¹,

Margolis

2020

Journal of Vibration and Control

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“…The sensor signals are transmitted to the brake- and motor-control modules having 5- and 1-ms sampling periods, respectively. For the details of the mathematical models used in the simulator, the reader is referred to studies of Bayar and colleagues 23–25 for brevity. The parameters used for the simulator (sprung/unsprung masses, drivetrain inertias, brake system parameters, etc.)…”

Section: Different Electric-vehicle Drivetrain Architecturesmentioning

confidence: 99%

Performance comparison of electric-vehicle drivetrain architectures from a vehicle dynamics perspective

Bayar

2019

Proceedings of the Institution of Mechanical Engineers, Part D:

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Recent electric vehicle studies in literature utilize electric motors within an anti-lock braking system, traction-control system, and/or vehicle-stability controller scheme. Electric motors are used as hub motors, on-board motors, or axle motors prior to the differential. This has led to the need for comparing these different drivetrain architectures with each other from a vehicle dynamics standpoint. With this background in place, using MATLAB simulations, these three drivetrain architectures are compared with each other in this study. In anti-lock braking system and vehicle-stability controller simulations, different control approaches are utilized to blend the electric motor torque with hydraulic brake torque; motor ABS, torque decomposition, and optimal slip-tracking control strategies. The results for the anti-lock braking system simulations can be summarized as follows: (1) Motor ABS strategy improves the stopping distance compared to the standard anti-lock braking system. (2) In case the motors are not solely capable of providing the required braking torque, torque decomposition strategy becomes a good solution. (3) Optimal slip-tracking control strategy improves the stopping distance remarkably compared to the standard anti-lock braking system, motor anti-lock braking system, and torque decomposition strategies for all architectures. The vehicle-stability controller simulation results can be summarized as follows: (1) higher affective wheel inertia of the on-board and hub motor architecture dictates a higher need of wheel torque in order to generate the tire force required for the desired yaw rate tracking. A higher level of torque causes a higher level of tire slip. (2) Optimal slip-tracking control strategy reduces the tire slip trends drastically and distributes the traction/braking action to each tire with the control-allocation algorithm specifying the reference slip values. This reduces reference tire slip-tracking error and reduces vehicle sideslip angle. (3) Tire slip trends are lower with the hub motor architecture, compared to the other architectures, due to more precise slip control.

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“…Watanabe et al (2007) established a general simulation model based on the tyre brush model in order to evaluate the basic turning characteristics of multi-axle steering vehicles on level ground. Bayar and Unlusoy (2008) and Aoki et al (2013) developed a zero vehicle sideslip angle control strategy and introduced the lateral dynamics of a multiple-axle vehicle. Furthermore, William (2011) presented the concepts of equivalent wheelbase and the understeer coefficient, and extended them to vehicles (2012) with an arbitrary number of steerable axles to develop a generalised dynamic system of equations.…”

Section: Introductionmentioning

confidence: 99%

Matching and optimising analysis of multi-axle steering vehicle steering system

Wang

2018

IJVD

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The analysis of the multi-axle steering link mechanism (MASLM) link forces provides the foundation for the mechanism's design. The matching level between the steering cylinder driving torque and the tyre pivot steering resistance torque can dramatically influence the link forces. In this study, the accuracy of the tyre resistance torque formula reached 90.7%. A steady kinematic-mechanical coupling model of the MASLM was built modularly, and a method of calculating the link forces and steering hydraulic pressure is proposed. To verify the coupling models, an all-terrain QAY130 crane was chosen for simulation and testing. Two vehicle models were built by using the Adams and Matlab software, respectively. The discrepancies were less than 23.5% between the test values and the predicted values for the previous two models, but exhibited similar variation trends. The installation site and diameter parameters of the steering cylinders were optimised to minimise the link forces.

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Steering strategies for multi-axle vehicles

Cited by 20 publications

References 26 publications

Rationale for a new vehicle dynamic convention

Rationale for a new vehicle dynamic convention

Performance comparison of electric-vehicle drivetrain architectures from a vehicle dynamics perspective

Matching and optimising analysis of multi-axle steering vehicle steering system

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