The influence of a vehicle dynamics control system on the occupant’s dynamic response during a vehicle collision

Abstract

This paper aims to apply a vehicle dynamics control system to mitigate a vehicle collision and to study the effects of this systems on the kinematic behaviour of the vehicle's occupant. A unique three-degree-of-freedom vehicle dynamics-crash mathematical model and a simplified lumped-mass occupant model are developed. The first model is used to define the vehicle body's crash parameters and it integrates a vehicle dynamics model with a model of the vehicle's front-end structure. In this model, the anti-lock braking system and the active suspension control system are co-simulated, and the associated equations of motion are developed. The second model aims to predict the effect of the vehicle dynamics control system on the kinematics of the occupant. The Lagrange equations are used to solve that model owing to the complexity of the obtained equations of motion. It is shown from the numerical simulations that the vehicle dynamics-crash response and occupant behaviour can be captured and analysed quickly and accurately. Furthermore, it is shown that the vehicle dynamics control system can affect the crash characteristics positively and that the occupant's behaviour is improved.

Research on bifurcation and control of electromechanical coupling torsional vibration for wheel-side direct-driven transmission system

“…By substituting equation (23) into equation (20), the Hopf bifurcation normal form of the controlled system can be obtained as…”

“…Among them, there are not only the elastic parts with lighter mass, such as the transmission shaft, but also the inertial parts with heavier mass, such as the DC motor and the wheel hub. According to the energy principle and the Lagrange principle, 23 the wheel-side direct-driven transmission system is simplified to a two-mass spring torsional vibration system for constructing the system torsional vibration dynamic model. During the modeling process, the assumptions are made as follows: (1) the magnetic circuit of the DC motor is symmetrical and (2) the hysteresis and the flux leakage are neglected.…”

Integration of vehicle dynamics control systems with an extendable bumper for collision mitigation

“…The maximum active suspension force is considered to be 2000 N on each wheel with the maximum suspension travel limit of 100 mm, taking into consideration the response time of the ASC system. Validation of the vehicle dynamics-crash model was established in a previous study by the authors to ensure the validity of the model [19]. This is accomplished by comparing the mathematical model results with real test data and the results of the former ADAMS model.…”

Under Pitch Control Techniques for Crashworthiness Improvement: Analytical Approach Using IHBM for Vehicle Control System and Extendable Structure

“…To simulate the upper and lower members of the vehicle front-end structure, multi-stage piecewise linear force-deformation spring characteristics are considered. The non-linear springs used in the multi-body model (ADAMS) [20] are taken to generate the n stage piecewise spring's characteristics [23]. The forces of the front-end springs are calculated using the general relationship between the force and deflection of a non-linear spring as follows:…”

“…The ABS and ASC control systems are co-simulated with the mathematical model. To calculate the braking force generated from the ABS, a simple wheel-road model is used, and its associated equation can be written as [23,24].…”