Proceedings of the 10th International Conference on

Advanced Vehicle and Tire Technologies (AVTT)

IDETC/CIE 2008
August 3-6, 2008, New York City, New York, USA

DETC2008-49304

A NEW CONTROL ALGORITHM FOR VEHICLE STABILITY CONTROL

Seyed Hossein Tamaddoni Saied Taheri

PhD Student Associate Professor
tamadoni@vt.edu staheri@vt.edu

Center for Vehicle Systems and Safety (CVeSS)

Virginia Polytechnic Institute and State University
Blacksburg, VA USA

ABSTRACT
A new control algorithm and the adaptation laws required
for estimation of unknown vehicle parameters have been
developed for vehicle stability control (VSC). This algorithm is
based on the Lyapunov Direct Method. A vehicle model with
two degrees of freedom (DOF) was used to develop the control
algorithm. In developing the equations of motion for this simple
model, a new approach for introducing the needed stabilizing
forces and moments was developed. In addition, an eight DOF
model was developed for control algorithm evaluation. The
model includes lateral, longitudinal, yaw, and roll motions of
the body plus the rotational DOFs for all of the four wheels.
Also included in the model is a transient tire model taking into
account the tire lateral relaxation length. Using the validated 8
DOF simulation model, the new control algorithm was
evaluated and the results show the advantages of using such an
approach for enhancing vehicle stability during emergency
steering maneuvers.
INTRODUCTION
Despite the fact that the United States has one of the best
roadway systems in the world, congestion is increasing and
safety remains a serious problem. Congestion takes its toll in
lost productivity, costing the nation an estimated $40 billion
each year. Trucks and buses travel over 100 billion miles
annually and face the same congestion, delays, and inherent lost
productivity experienced by the daily commuter. Vehicle
crashes represent another $150 billion in financial burden to the
economy, and result in the loss of more than 40,000 lives
annually in the United States [1].
In recent years, electronic control systems have found their
way into automotive applications, resulting in significant
improvements in vehicle active safety. The active vehicle
control systems aim to improve the vehicle stability by
intervening when the vehicle is at the physical limit of its
performance. They assist the driver to keep control of the
vehicle and at the same time provide the needed flexibility for
the vehicle to adapt to road variations. Various types of active
control systems have been developed in the past to enhance the
stability and handling characteristics of the vehicle [2–7].
Active front steering (AFS), active rear steering, four-wheel
steering (4WS), active suspension, and vehicle stability control
(VSC) are some of the options widely explored. Electronic
control of vehicle dynamics has seen considerable effort in the
integration of individual active control systems.
It has been known that vehicle stability
(understeer/oversteer) is influenced by tire normal load
variations during cornering [8]. This behavior can be
compensated for by use of active or semi-active suspension
where the normal load variation on a tire can be controlled.
The adaptive control algorithm developed here is based on
the Lyapunov Direct Method. A simple 2 DOF model has been
used to develop the control algorithm. This methodology could
be extended to higher order systems of vehicle equations of
motion, linear or nonlinear.
To evaluate the control strategy developed here, a nonlinear
8 DOF vehicle model along with the Magic Formula tire model

1 Copyright © 2008 by ASME

were used. This is due to the fact that the control commands are M drive Drive moment on wheel
executed through utilization of anti-lock braking system.
Therefore, longitudinal vehicle motion and wheel dynamics had M Tire self-aligning moment (about vehicle z-axis)
z
to be modeled and included in the simulation program. The m Total vehicle mass
eight degrees of freedom considered are body lateral,
m Non-rolling part of total vehicle mass
longitudinal, roll and yaw, and rotational motion of each wheel.
r Yaw rate
re Tire effective rolling radius
NOMENCLATURE
u Longitudinal velocity
 Wheel angular velocity Uv Control force on lateral velocity
 Tire side slip angle
Ur Control force on yaw rate
 Applied steer angle at wheels
 Roll steer coefficient v Lateral velocity
 Camber angle xd Desired Values of states
 Roll angle around roll axis of vehicle x Error between actual and estimated values of states
 Longitudinal slip p̂ Estimated vehicle parameters
r Inclination angle of roll axis w.r.t. horizontal plane
p Error between actual and estimated values of
 Lateral tire relaxation length parameters
 Camber roll coefficient  Adaptation gain matrix
 Additional steer angle as a result of compliance D Control gain matrix
and roll steer effects
a Horizontal distance between vehicle COG and VEHICLE PLANE DYNAMICS
front axle The equations of motion for vehicle model of Figure 1 are
Horizontal distance between vehicle COG and rear derived in this section. Eight degrees of freedom are considered
b
for this model (longitudinal, lateral, yaw, and roll motion of the
axle
vehicle center of gravity, and angular velocity of each wheel).
C Total roll stiffness The number of degrees of freedom and the resulting set of
equations of motion are chosen to be applicable for further
C Tire longitudinal slip stiffness
study of the probable extensions of the proposed control
C Tire cornering stiffness algorithm. Using Lagrange’s equations, the resultant equations
of motion are as follows:
Fx Longitudinal tire force

Fy Lateral tire force m u  m rv  m  h  r  2 m  h r   Q u

Fz Vertical force on tire

m v  m ru  m  h   m  h r   Q v
2
h Roll centre height w.r.t. ground
Ip Wheel total mass moment of inertia about the
rotation axis
I z r  ( I z ,  r  I xz , )  m  h u  m  rv   Q r
Ix Roll moment of inertia (about vehicle x-axis)

I xz Roll-yaw product of inertia

( I x ,  m  h )  m  h v  m  h ru
2

Iy Pitch moment of inertia (about vehicle y-axis)

 ( I z  r  I xz ) r  ( m  h  I y ,  I z , ) r 
2 2

Iz Yaw moment of inertia (about vehicle z-axis)

 ( C   m  g h )  Q  (1)
K Total roll damping

M b ra ke Brake moment on wheel where the generalized forces Q’s are given as

2 Copyright © 2008 by ASME

 The lateral force and aligning moment of each tire are
calculated using the well known 94 version of Magic Formula
tire model. The longitudinal tire force is assumed to be a linear
function of longitudinal slip and is given by

F xi  C  i  i (6)

where longitudinal slip  is defined as

u   i rei
i  
u (7)

FIGURE 1- FULL VEHICLE MODEL [9] MODEL VALIDATION

Q u  F x 1 cos     1   F y 1 sin     1 
 F x 2 cos  2  F y 2 2
Q v  F x 1 sin     1   F y 1 cos     1 
 F x 2 sin  2  F y 2 cos  2
Using the equations of motion shown in the previous
section, a simulation model was developed in MATLAB©.
Figure 2 shows the simulation results plotted alongside the
available objective measurement data [10]. As can be seen from
the yaw rate graph, the simulation results follow those of the
experimental results well.
This simulation model is used for evaluation of the control
algorithm that will be discussed later in this paper.

Q r  aF x 1 sin     1   aF y 1 cos     1 
4

 bF x 2 sin  2  bF y 2 cos  2  M zn
n 1

Q    K   (2)

Since vehicle stability is considered to be a transient event,

a first order lateral force transient tire model is used. Equation
(3) defines the tire side slip angle differential equations.

 v  ar
   i  i front w heels
  u
 i   i  
u   v  br   rear w heels

 u
i

(3) FIGURE 2- TIME HISTORY OF YAW RATE FOR

In addition, roll steer and lateral force compliance steer 2 AND 8 DOF MODELS
effects are included as shown in Equation (4).
CONTROL SYSTEM DESIGN
The method used in the paper requires the equations of
 i  ci C  i i   i (4) motion for the dynamic system under consideration to be of the
form:
As mentioned previously, the rotational degrees of freedom
for all four wheels are also modeled. A x  B x  C  U (8)

  F r  M
I p  M i ,brake
i xi e i , drive (5)

3 Copyright © 2008 by ASME

Therefore, a simple vehicle model with two degrees of freedom
(lateral velocity and yaw rate of the vehicle center of gravity) as 1
V ( x, t )   x T A x  p T  p     x B x  d t
T

2 
shown in Figure 3 was used. The equations are modified and
simplified for the purpose of developing the control algorithm. (10)
U v and U r have been introduced in the right hand side of the
where x  x  x d . Choosing adaptation gain matrix  to be a
equations to account for the counter force and moment inputs
required for improving vehicle stability. positive diagonal matrix, we know that the above candidate
Assuming small angles and considering lateral tire force as function is always positive. V ( x , t ) can be found by
a linear function of side slip angle, the equations of motion can differentiating V ( x , t ) with respect to time as shown in
be developed as follows:
equation (11).

 C f  C r bC  r  aC  f 
1
  mu   v V ( x , t )   x A x  x A x  p  p  p  p   x B x
T T T T T
 m 0   v  u u  
   2
    
 0 I z   r   bC  r  aC  f b C r  a C f   r 
2 2
(11)
  
 u u 
For diagonal matrices A and  , we have
C f  f  U v 
    
 aC  f  x Ax  x Ax
T T
f  U r 
(9)
p  p  p  p
T T

Considering x   v , r 
T
the equations are now converted (12)
into the standard state variable form shown in equation (8) Therefore,
where the matrices A, B, C, and U can be easily derived from
equation (9).
1
V ( x , t )   2 x A x  2 p  p   x B x
T T T

2
 x A x  p  p  x B x
T T T
(13)

Now using the definition of the error vector for state

variable x and the equation of motion (8)

A x  A x  A x d
  B x  C  U  A x d (14)

and substituting in equation (13)

V ( x , t )  x   B x  C  U  A x d   p  p  x B x
T T T

 x   B x  B x  C  U  A x d   p  p
T T

 x   B x d  C  U  A x d   p  p
T T
(15)

Now we define the control law as follows

U  A x d  B x d  C  D x (16)
FIGURE 3- SIMPLIFIED TWO DOF VEHICLE MODEL
where D is control gain matrix.
To derive the control algorithm and the adaptation laws, we Substituting equation (16) into equation (15) and defining
consider the following candidate Lyapunov function: new terms we get

4 Copyright © 2008 by ASME

 As was shown in the previous section, the controller requires
V ( x , t )  x
T
 
A x d  B x d  C  D x  p  p
T

(17)
desired values of yaw rate and lateral velocity. Since the current
paper deals with yaw control, desired lateral velocity was
assumed to be the same as lateral velocity. The desired yaw rate
and was derived from the linear model and is given as:

A  Aˆ  A , B  Bˆ  B , C  Cˆ  C u
rd 
 u 
2

where ^ indicates the estimated value and ~ is used for the error.  a  b  1  
We define  V ch a r  (24)

   Bx
  C All simulation runs were done at a constant vehicle speed of 80
H p  Ax d d (18) Km/h and step steering input of 80 degrees. In addition, the
control parameters used are defined below:
And substituting into equation (17) we get
V ch a r  5 7 .3
V ( x , t )  x  H p  D x   p  p
T T
(19)   d ia g  1 0 e 9,1 0 e 9 

Or, D  d ia g  1 0 e 6,1 0 e 6 

C f  0 
T T

V ( x , t )   x D x  p  p  H x
T
 (20)
p    ,
C r 
pˆ ( t  0 )   
0 

Asymptotic stability is insured if V (x ,t) is negative The results are shown in Figures 4-8. Figure 4 indicates
that yaw rate is trying to follow the desired yaw rate for 80
definite. In order to have a negative definite V (x ,t) , we set the degrees step steering input.
second term in equation (20) equal to zero; therefore,

T

p  p  H x  0
T
 (21)

Equation (21) holds if the terms in the bracket are set to

zero.

p   
1
H x
T
(22)

where matrix H is defined in equation (18).

Equation (21) is used to arrive at the adaptation laws.
Properly choosing D to be a positive definite matrix, the
remaining part of equation (20) becomes

V ( x , t )   x D x  0
T
(23)

SIMULATION RESULTS FIGURE 4- TIME HISTORIES OF DESIRED AND ACTUAL

The control algorithm and the adaptation laws found using
equations (16), (18), and (22) were implemented in the
simulation model discussed previously. Several severe steering
and braking maneuvers were used to show the effect of the
control algorithm developed. The vehicle for simulation is a
sedan and the parameters are derived from [10].
YAW RATE FOR A STEP STEERING INPUT
Figure 5 shows the estimated values of cornering stiffness using
the adaptation algorithm. It can be seen that the controller is
capable of estimating the needed cornering stiffness for

5 Copyright © 2008 by ASME

stabilizing the vehicle. The actual values for front and rear axles
are approximately 120’000 (N) and 84’000 (N), respectively.

FIGURE 6- CONTROL FORCE REQUIRED FOR STABILIZING

THE VEHICLE

FIGURE 5- TIME HISTORIES OF ADAPTATION OF FRONT

AND REAR CORNERING STIFFNESSES: (DASHED)
ESTIMATED, (STRAIGHT) ACTUAL VALUE

Figure 6 shows the control inputs required for keeping the

vehicle stable in each case. These are the actual force and
moment (the units for U v and U r are (N) and (N/m),
respectively) that must be generated by the tires through the
application of braking (ABS) or steering (active steering). It
must be mentioned that this level of control activity has been
seen on the vehicle stability controllers in the market today
which use the anti lock braking capability to generate the
required moment.
Figure 7 shows the time histories of vehicle lateral velocity for
controlled and uncontrolled cases. This shows the stabilizing
effect of the controller which results in a correction of vehicle
attitude from approximately -2.5 degrees of vehicle sideslip
angle to approximately +1.5 degrees of vehicle sideslip angle.
FIGURE 7-TIME HISTORIES OF VEHICLE LATERAL
VELOCITY IN CONTROLLED AND UNCONTROLLED
CONDITIONS
CONCLUSIONS
A new control algorithm was designed using the Lyapunov
Direct Method. The control algorithm and the adaptation laws
were used with an eight DOF vehicle model. The results
obtained for step steering inputs indicated the potential for this
controller to be used in conjunction with an ABS to generate the
brake forces required for stabilizing a vehicle during emergency
maneuvers.

6 Copyright © 2008 by ASME

REFERENCES
[1] “National Intelligent Transportation Systems Program, Five
Year Horizon”, US Department of Transportation, August
2000.
[2] Naito, G., Inoue, H., and Matsumoto, S., “Improvements in
Active Safety Through Braking and Traction Control”,
SAE technical paper 945151, 1994.
[3] Nagai, M., Hirano, Y., and Yamanaka, S., “Integrated
Control of Active Rear Wheel Steering and Direct Yaw
Moment Control”, Vehicle System Dynamics, 1997, 27,
357–370.
[4] Koibuchi, K., Yamamoto, M., Fukada, Y., and Inagaki, S.,
“Vehicle Stability Control in Limit Cornering by Active
Brake”, SAE technical paper 960487, 1996.
[5] Zeyada, Y., Karnopp, D., El-Arabi, M., and El-Behiry, E.,
“A Combined Active Steering Differential Braking Yaw
Rate Control Strategy for Emergency Maneuvers”, SAE
technical paper 980230, 1998.
[6] Hac, A. and Bodie, M., “Improvements of Vehicle Handling
Through Integrated Control of Chassis System”, Intl. J.
Vehicle Design, 29 (1/2), 2002: 23–50.
[7] Mastinu, G., Babbel, E., Lugner, P., and Margolis, D. L.,
“Integrated Controls of Lateral Vehicle Dynamics”, Vehicle
System Dynamics, 23, 1994: 358–377.
[8] Blank, M. and Margolis, D., “The Effect of Normal Force
Variation on the Lateral Dynamics of Automobiles”, SAE
technical paper 960484, 1996.
[9] Pacejka, H.B., “Tire and Vehicle Dynamics”, 2nd Edition,
2005.
[10] Data acquired from NHTSA by Center for Vehicle Systems
and Safety (CVeSS) at Virginia Polytechnic Institute and State
University.

7 Copyright © 2008 by ASME