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Modelling and Simulation For Mechatronic Design in Automotive Systems
Modelling and Simulation For Mechatronic Design in Automotive Systems
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3. Control of vehicle dynamics
Numerous reforms have taken place in the sector of
electronic control systems since their introduction in the
eighties. The eld of active safety devices reaches from
the classic antilock braking system (ABS) to complex
vehicle dynamic controllers such as electronic stability
program (ESP). The objective of vehicle control systems
is support in situations of non-linear and coupled
operations, which are difcult to handle for the driver.
By means of interference in the acceleration, steering
and braking processes it is possible to maintain stability
and control (Fig. 4).
Simulation is an important tool for the design and
optimization of controllers. Due to its high adaptability
Fasim C++ ensures through its modular structure
the efcient realization and optimization of vehicle
models. Interfaces on the basis of TCP/IP, CORBA and
ActiveX permit the integration of complex control
models, implemented in controller development
software such as Matlab/Simulink (as shown in
Fig. 5).
Fig. 3. Kinematic topology.
T. Bertram et al. / Control Engineering Practice 11 (2003) 179190 181
With the aid of the vehicles state variables
(a) wheel velocities,
(b) lateral acceleration and
(c) yaw angle
and the driver inputs
1. steering wheel angle,
2. throttle opening and
3. brake position
the brake booster or individual brake actuators can be
triggered under the terms of the control strategy. In
Fig. 6 the simulation results of steering interference are
shown. This open loop manoeuvre claries the possibi-
lities of active chassis components.
For this reason comprehensive examination of the
complete system is carried out to allow the implementa-
tion of concepts with regard to the priorities of the
components.
Validation of the simulation results can be obtained
by use of hardware-in-the-loop test benches as well as
driving trials.
4. Rollover simulation
An industrial application of Fasim C++ lies in the
eld of passive vehicle safety. Featuring front airbags,
side airbags, seat belt pretensioners and load limiters,
existing restraint systems provide a high level of
protection. Additionally so now that knee and head
protecting side airbags are starting to come onto the
market. For the activation of these protective devices,
comprehensive sensor systems are required which can
react with the appropriate deployment of restraint
systems, taking into account any relevant accident
parameter. For this reason future sensor concepts must
supply information about vehicle stability, approaching
obstacles, vehicle interior conditions, accident type and
crash severity (Gr . osch et al., 1996).
Computer simulation plays an important role in the
development of a rollover detection system (Hiller &
Bardini, 1998). Vehicle dynamics simulation, for exam-
ple, provides the possibility to test in advance various
sensors and algorithms for rollover detection. Further-
more, occupant simulation can be used to establish
trigger times for rollover detection. For occupant
simulation the commercial simulation toolset MADY-
MO (Lupker, 1996) is used. Fasim C++ and Madymo
have been combined to form an application and
development environment for the rollover detection
system from Robert Bosch GmbH (Mehler, Mattes,
Henne, Lang, & Wottreng, 1998). Some special en-
hancements have been made in Fasim C++ for con-
ducting rollover simulations. Firstly the sensor,
including the rollover detection algorithm, was imple-
mented. Thus it was now possible to analyse the
triggering behaviour in any simulated manoeuvre.
Furthermore, it was necessary to enhance the modelling
of the environment. For the simulation of embankment
and ramp manoeuvres it is now possible to congure
surfaces such as those shown in Fig. 7.
The simulation of an embankment rollover is used
here to illustrate the application of these modelling Fig. 4. Effect of ESP.
Fig. 5. Control interface in Fasim C++.
T. Bertram et al. / Control Engineering Practice 11 (2003) 179190 182
techniques to the analysis of real world vehicle
problems. As leaving the road is statistically the most
likely cause of a rollover situation, it is very important
that this manoeuvre is detected by a rollover protective
system.
Therefore, a full-scale rollover test with a middle class
car has been investigated in detail. As shown in Fig. 8,
very good correlation between the simulation and the
real experiment has been achieved. Only when the car
body hits the ground does the simulation yield incorrect
results, as the contact interactions between the exterior
of the vehicle and the environment have not been
modelled. Since this phase of the rollover is no longer of
importance for rollover detection these errors have been
neglected. When the car body hits the ground rollover
detection must have taken place long ago. The sensor
module that has been implemented in the vehicle is fed
with longitudinal and lateral acceleration and angular
velocity data during simulation by the chassis module,
and returns the trigger signal for controlling the rollover
protective devices. The instant of rollover detection is
visualized using a cone which has been added to the
animation and which appears above the vehicle bonnet
(hood) when the sensor triggers (Fig. 8). With the
validated model it is possible to perform parameter
studies in order to optimize the rollover sensing concept,
and to establish trigger times for rollover protective
devices such as seat belt pretensioners and window
airbags.
As a second example the application of the vehicle
dynamics simulation software for the behaviour when
driving over a ramp is chosen. Typical ramps in reality
are the beginning of crash barriers or amassments of
soil. Fig. 9 shows exemplary a comparison of a middle
class vehicle driving with a velocity of v 20 m/s one-
sided over a ramp with a height of h 0:7 m. For the
parameters roll angle and roll rate good approx-
imation of the real behaviour can be achieved.
5. Crosswind compensation
Automobiles react to crosswinds with reduced direc-
tional stability and a change in their yaw motion. In
particular sport utility vehicles (SUV), whose market
share rose around 30% in 1999, are affected by this
problem. With the help of Fasim C++ the dynamic
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Interference of steering controller
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without steering controller
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