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Integrated Chassis Control System for Improving Vehicle Stability

Conference Paper · January 2007

DOI: 10.1109/ICVES.2006.371602 · Source: IEEE Xplore

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 Integrated Chassis Control System for Improving
Vehicle Stability
Jiang Wei, Yu Zhuoping and Zhang Lijun
Abstract-The control authorities of active front steer, active
rear wheel steer, brake-based stability control system and
4WD-based stability control system are compared and analyzed.
The results show that these systems are reciprocal for each other
and the vehicle stability and handling can be improved through
coordinated control. Based on the analysis result, a coordinated
principle is advised. The simulation results show that the
coordinate chassis control can properly distribute the yaw
moment to DYC and AFS control system and improve stability
together.
Index Terms-Control authority, Integrated chassis control,
Handling and stability
I. INTRODUCTION
r no improve vehicle handling and stability, various types of
~j~~~ ~ ~ ~ ~ ~ ~~~~~~ehni
chassis control systems have been developed in the last
three decades, such as Active Front Steer(AFS) [1-2],
yet, such as ABS, TCS, etc. But the vehicle cornering stability
is controlled by ESP II which gets information from AFS, ABS,
TCS and ESP and transfer control command by network. ESP
II has better performances than ESP. It can shorten the brake
distance and automatic count-steer independent of driver when
emerge brake on u-split road. It also reduces driver steer effort
and improves vehicle stability on lane change. Bosch is
developing Vehicle Dynamics Management (VDM) [12] which
integrated active steer and active suspension system on the
basis of Vehicle Dynamics Control (VDC). This system can
distribute the required yaw moment to brake, steer and
suspension according different control strategy. Delphi
deeoigUiidCassCnrlsse.UC is also
simiarl
developing Unified Chassis Control system (UCC) similarly
[13].
In this paper, a chassis control system integrated AFS and
DYC is presented using Fuzzy logic controller to distribute the
required yaw moment to AFS and DYC control system
properly. This system assists driver with path correction, thus ..
androstraim
htv
enhancing cornering and strayght line stability.
cornerin line stabilit
helat.

Active Rear Wheel Steer(ARS) [3] or Four Wheel Steer(4WS) II. VEHICLE MODELING
[4], Electronic Stability Program(ESP) or Vehicle Dynamic
Control(VDC) [5,6] and Direct Yaw Moment Control(DYC) Figurel shows the non-linear model used in this research.
[7-9], etc. The 7DOF vehicle model includes the lateral, longitudinal, yaw
AFS allows for correction of the steer angle to achieve the rate about the vertical axis and the four wheels rotational
desired vehicle response. It can easy maneuverability at low speeds. The effects of body pitch and heave as well as vertical
speeds and improve stability at high speeds. A greater vehicle motion of vehicle are excluded. The equations of motion are
controllability and lateral stability could be achieved by active expressed as follows:
front steering control than by 4WS or DYC especially for full F
braking testing on a u-split road and slalom testing on packed <
snow [1]. But the improvement by active steering system is /,Ff
limited within a linear dynamic system because of the decrease F fl
of cornering stiffness of tires during large lateral acceleration Ffl
[2].Direct yaw moment that generated by independent f

differential brake or drive torque control provide another way IF

r
to improve vehicle stability. It has been proved that DYC is V
more effective than 4WS because the yaw moment resulting
from difference in longitudinal tire force of left and right F_F
wheels is insignificantly influenced by lateral acceleration [10]. Fyrl Fy,,
In order to complement each other and optimize overall
vehicle performance, it is evident that appropriate integration d
of chassis controls could improve vehicle stability and safety. It
has been received lots of attention by vehicle manufacturer. Figi Vehicle model
Continental has developed ESPII [11] which integrate ABS, Longitudinal motion:
TCS, AYC and AFS on the basis of ESP. The basic control mi(u -vr) = Fxf + F.f + Fxr + Fx 1
function is implemented by each control system independently Laelmoin

The authors are with Automotive College, Tongji University, Shanghai m( + yr)= yl+Ff Y yrr
(2)
201804, China (e-mail:wjiang2003@126.com)

1-4244-0759-1/06/$20.OO ©2006 IEEE. - 295 -

 Yaw motion: u - t)
Iz* = ffl + Fyjr)l -(Fyri + Fyrr)lr +AMRw
(3) <u(
M =±2d(FXfl-F frt+ FIH-Fxr) s (15)
Wheel rotational motion: RN
Iwd = T -iRw , (i = fl,frrl,rr) (5) The Magic tire model is employed to calculate the forces
Where m is vehicle mass, Iz is the moment of inertia, u is generated by tires [14].
longitudinal speed, v is lateral speed, r is yaw rate about the III. INTEGRATED CONTROL SYSTEM DESIGN
vertical axis, 0 is the wheel rotational speed, M is the yaw A. Control Structure
mometgenerated
moment geeratd bylongtudial force,FFX
by longitudinal frce F,Fy aare tthe The control structure of integrated chassis control system is
longitudinal forces and lateral force in the vehicle body fixed show in Figure 2. A similar concept was also presented in [14].
coordinate, while F,Wi, Fi are the corresponding tyre forces In order to improve handling and stability of the vehicle, the
side slip angle and the yaw rate of the vehicle are controlled to
in the local tyre coordinate, T is the motor driving trace their reference values. The key block is yaw moment
torque(positive) or brake torque (negative), If 41r are the distributing controller.
respective distance from the center of gravity to front/rear axis,
Active
d is wheel tread. Steer
Signal Yawss ystem
The arlationships between and Fp Reference Yaw MomenV

Fhe normal load equaoion can be expressed as: Ind

stha
~stiateMoe
xwi Y~~~'and
e odel yw
onrolet
otolr
Distribute
Controller t Cntroe
Conrqlue

.F Cs t h,sinexsFx1
colr - System
=
ft -f-r f r - rr Fig(2 the structure of integrated chassis control
Where 85f, 85r
xil 21 are front/rear steer
2d angle.=d fl WI
fjf rl,rr)6 B. Reference model
The normal load equation can be expressed as: In this paper, the desired yaw rate is calculated by the
F,imgl
L rngirmaxhg'g+lnle(k
2If+
maxh mayh
mayh (7)
~~~~~~following expression
k m,V J
[3]: r 21ff+iV
21 21 2d rd r 8 (16)
F = mgl9maxhg mayhg (8) Where
zfr 2/ 21 2d
m61 ma h ma h k= 1 V, IV
+gi-
=

F= yg (9) ml 2 If - 21/iCf MlV2 +

Thzrl ngle21of maxh21maheel:r
li 2d 9)1+ r Vr I
F=
mgl1
+ maxhg9
a(0) mayhg9
21i/f Cf
The desired sideslip angle of vehicle is equal to zero:
z
21 21 2d =O (17
The slip angle of each wheel:d
which are derived by 4WS control law to make the vehicle
,8fl v+li1t(11)
taF
=
r
u + dr /2
agetbezero.
side-slip angle to be
C. Control Authority
uv- r
/
12 In order to achieve good control of vehicle in all conditions,
tair ( - (1 ) it's desirable to know the control authority of each subsystem in
terms of yaw moment acting on the vehicle at every operating
v-Ir r
/pi = tan' (_u + dr _r/2 (13) point. According to [15], AFS can generate corrective large
yaw moment in each direction when vehicle is driven straight.
A -t n-' v-Ir 1 When the steer angle is large, AFS is more effective in
rrn = tai
(-dr (14) controlling oversteer than understeer. When vehicle is at the
limit of adhesion, the yaw moment generate by AFS is very
The longitudinal wheel slip iS defined as:
weak. In the case of active brake control, the largest yaw
moment correcting oversteer is achieved by braking at outside
front wheel, while the largest yaw moment correcting
understeer is achieved by braking at inside rear wheel.

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 The yaw moment generated by drive torque control is show
in Figure 3-6. In contrast of active brake control, the largest
yaw moment correcting oversteer is achieved by driving at
inside front wheel, while the largest yaw moment correcting
understeer is achieved by driving at outside rear wheel.

Fig.9 Yaw Rate Fig. 1O Lateral Acceleration

Fig 3 yaw moment generated by Fig 4 yaw moment generated by

driving outside front wheel driving outside rear wheel

Fig. 11 Yaw moment Distribution Fig. 12 Front Wheel Change

Fig 5 yaw moment generated by Fig 6 yaw moment generated by

driving inside front wheel driving inside rear wheel
D. Integrated Chassis Control
According to the control authority in understeer/oversteer
correction, some basic rules of integrated chassis control is
obtained:
* When vehicle is running straight, i.e. the lateral
acceleration is small, the yaw moment demand should be
implemented only through AFS.
* When the lateral acceleration is medium, the yaw
moment should be implemented through both AFS and
DYC.
* When the lateral acceleration is large, i.e. the vehicle is
at the limit of adhesion, the yaw moment should be
implemented only through DYC.
A rule-based fuzzy logic controller is employed to distribute
the yaw moment between AFS and DYC controller.
IV. SIMULATION
To evaluate the proposed integrated chassis control system,
two simulation results are presented.
A. Lane Change
The vehicle is simulated to be running at an initial speed of
15m/s. The steer angle is a sinusoidal wave.
Fig.13 motor torque Fig. 14 path
It can be seen from Figure7- 14 that the vehicle without
control shows unstable response, while the vehicle with
integration AFS and DYC is well controlled. The required yaw
moment is distributed between AFS and DYC according to
lateral acceleration. More yaw moment is generated by AFS
when lateral acceleration is small, while DYC generate more
yaw moment when large lateral acceleration.
B. Brake in turn
The vehicle is simulated to be running at an initial speed of
30m/s, and the acceleration is -3m/s2. The steer angle is 4
degree step change which is large enough to put the vehicle to
the limit of adhesion.
Fig. 15 Front Wheel Fig. 16 Vehicle Speed

A-.4w 4-4 W 4i
S--ipAgF.1Yw
17

Fig. Frn he te Fig.81 SidesSlip Angle Fg 8YwRt

- 297 -

NU Ex .% 4
yy
Fig. 19 Lateral Acceleration
.
Ai
Fig.21 Front Wheel Change
Fig.23 Path
It can be seen from Figurel5 to Figure 23 that the vehicle
without control shows unstable response, while the vehicle
with integration AFS and DYC is well controlled. Most of the
yaw moment correcting oversteer is generated by DYC for the
lateral acceleration is 6m/s2 that the vehicle is at the handling
limit of adhesion. The brake forces of the outside wheel
increased while the brake forces of the inside wheel decreased
gradually and changed into drive forces finally.
braking force", JSME International Journal, Series C, Vol.42, No.2,
1999
[4] Hiroki sato, hiroyuki kawai, Masaru Isikawa, Hitosi Iwata and Shin
Koike, "Development of four wheel steering system using yaw rate
feedback control", SAE paper 911922
[5] Anton T.van Zanten, Rainer Erhardt and Georg Pfaff, "VDC, The vehicle
dynamics control system of Bosch", SAE paper 950759
S Yy . IY 0 -! W [[6] Anton T.van Zanten, Rainer Erhardt, Albert Lutz, Wilfried Neuwald, and
Hartmut Barels, "Simulation for the development of the Bosch-VDC"
Fig.20 Yaw Moment SAE paper 960486
= = =. [7] Farzad Tahami, Shahrokh Farhangi and Reza Kazemi," A Fuzzy Logic
Direct Yaw-Moment Control System for All-Wheel-Drive Electric",
Vehicles Vehicle System Dynamics,2004, Vol. 41, No. 3, pp. 203-221
[8] Motoki Shino and Masao Nagai, "Yaw-moment control of electric
vehicle for improving handling and stability", JSAE Review 22 'pp.
473-480, 2001
________ - [9] Motoki Shinoa and Masao Nagai," Independent wheel torque control of
small-scale electric vehicle for handling and stability improvement",
Fig.22 Motor Torque JSAE Review 24, pp.449-456, 2003
[10] T. Yoshioka et al., "Application of sliding-mode control to control
vehicle stability," in Proc AVEC'98, 1998.
[11] Peter E. Rieth, "Advanced and Next Generation Stability Systems",
Automotive Dynamics, Stability and Controls Conference and
Exhibition, SAE 2006
[12] Ansgar Trachtler, "Integrated vehicle dynamics control using active
brake, steering and suspension systems", Int. J. Vehicle Design, Vol.36,
No.1, 2004
[13] Aleksander Hac, David Doman and Michael Oppenheimer, "Unified
Control of Brake- and Steer-by-Wire Systems Using Optimal Control
Allocation Methods", SAE Paper 2006-01-0924
[14] Egbert Bakker, Lars Nyborg and Hans B. Pacejka, "Tyre Modelling for
Use in Vehicle Dynamics Studies", SAE Paper 870421
[15] Aleksander Hac and Mark 0. Boidie, "Improvements in vehicle handling
through integrated control of chassis systems", Int. J. of Vehicle Design,
Vol.29, Nos. 1/2, 2002

V. CONCLUSION
Both AFS and DYC can influences yaw-plane motion and
have their own effective regions. AFS which affect lateral
forces at the front tyres can be used to tune the vehicle handling
characteristics in low to mid lateral acceleration. DYC which
affect longitudinal forces is more powerful at the handling limit
at which strong nonlinearities of the vehicle dynamics are of
presence.
Based on the control authority and control regions, a
rule-based fuzzy chassis control system which integrates active
steer control and direct yaw moment control is proposed to
improve vehicle handling and stability. The simulation results
verified that the integrated chassis control system can distribute
properly the yaw moment between AFS and DYC and improve
vehicle stability.

REFERENCES
[1] W. A. H. Oraby, S. M. El-Demerdash, A. M.Selim, A. Faizz, and D. A.
Crolla, "Improvement of Vehicle Lateral Dynamics by Active Front
Steering Control", SAE paper 2004-01-208 1
[2] Bing Zheng, Pahngroc Oh, and Bany Lenart, "Active steering control
with front wheel steering", Proceeding of the 2004 American Control
Conference, 2004
[3] Masao nagai, Yutaka hirano and sachiko yamanaka, "Integrated control
of active rear wheel steering and direct yaw moment control using

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