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ABSTRACT
Rollover stability of commercial vehicle is concerned with the study of various vehicle parameters in relation to lateral
acceleration, yaw rate , roll dynamics and their influence on rollover stability. These parameters are examined to evaluate the
severity of the rollover of commercial vehicles. In this work the mathematical models are used to simulate these models using
SIMULINK software. The vehicle is firstly consider as simplified and then simulated as bicycle model with 2 DOF (lateral slip
and yaw). Further a 3 DOF model (lateral slip, yaw and roll) is constructed and also simulated using Simulink. The results of
these two models are compared with existing published work and showed good accuracy. Additionally a PID (Potential,
Integration, Derivation) control system has incorporated in for the 2 and 3 DOF truck models to control yaw, slip and roll.
1. INTRODUCTION:
When The vehicles which are used for transportation of freights via roads across the world are called as commercial
vehicles. Commercial vehicle undergoing modification in design, power train, suspension, etc. according to the human
requirements. But one of the astonishing fact is there exists a proportionality between the number of vehicles
manufactured and the number of vehicles involved with the fatal accidents. This is in the inadequate safety features
equipped in the vehicle and the careless driving of the driver.
According to the information by US National Highway Traffic Safety administration there are so many accidents caused
due to the inferior roll stability of heavy vehicles compared with light vehicles made them more likely to roll over[1].
These technologies are playing significant role in controlling the vehicle under braking but no significant contribution is
made against the vehicle rollover[2].
2. OBJECTIVE:
In this work an attempt is made to study the influence of yaw and lateral acceleration, on the rollover stability of heavy
vehicle and create a mathematical model using MAT LAB/SIMLINK in order to predict and optimize the commercial
vehicle stability. To incorporate a yaw control system to the models developed employing SIMULINK as described below
Review the theory of vehicle dynamics and its application on commercial vehicles.
Develop mathematical models for 2 and 3 degree of freedom system with PID and without PID which simulates lateral
acceleration, yaw, and rollover of typical commercial vehicle.
Use MATLAB/SIMULINK to simulate the mathematical equation and predict various responses
3. M ATHEMATICAL M ODELING:
3.1. Mathematical modeling of roll dynamics
3.1.1. Static vehicle model
Roll model with tire and suspension compliance as shown in Figure 1 :
The relation among loads on wheels , lateral force and roll angle could be achieved as
K∅×∅∅+Ws(h c-h u)∅u+Ws×ay(h c-hu)+Fz×ay×h u=(Fz/2+Kt×∅u×T)(T-h u×∅u)-(Fz/2-Kt×∅u ×T) ;
The relation among the lateral acceleration and angle of roll is given by Ws×ay×h r=K∅×∅s=Ws×h r×∅ ;
At the point where tire lift-off the normal forces at that tire leads to zero Fz/2-Kt×∅UL×T=0
Figure 1 Vehicle while taking a steady turn Figure 2 Single unit vehicle coordinate system employed
for analysis of stability of roll
3.1.2. Dynamic vehicle modeling
The dynamic model structure as displayed in Figure3 has a number of inputs and outputs. A commercial vehicle with
Three Degrees of Freedom (lateral velocity ‘v’, the yaw rate and roll angle ‘∅' ) moving forward on the flat road with a
unvarying speed ‘U’ is taken in to account.
Figure 4 Two DOF model in Simulink Figure 5 Three DOF model in Simulink
Figure 6 Two DOF model with PID Figure 7 Three DOF model with PID
Figure:9 describes the lateral velocity of the 2 DOF model start to vary at 5 sec in 10 seconds simulation for the given 5
degrees steering input and reaches a steady state value of 17 m/s at 5.5 sec and follows till 10 sec.
Figure 10 shows the yaw rate of the 2 DOF model start to vary in the same manner as the lateral velocity for the given
step steer and reaches a steady state value 6.5 deg/sec at 5.5 sec and follows the same till the 10 sec. Figure :11 shows the
roll angle of the 3 DOF model start to vary at 4.8 sec to the given step steer of 5 degrees and reaches a steady state value
of 0.5 deg at 5.5sec and follows till 10 sec or till the end of simulation.
Figure 8 The graph shows the step steering input Figure 9 Variation of lateral vel with respect to
time for step steering input
Figure 10 Variation of Yaw rate with respect to Figure 11 Variation of roll angle with respect to time for
time for step steering input step steering input
4.2. Comparison of Two DOF model with PID and Two & three DOF model with PID
From the Figure12 it is learnt that variation of lateral velocity of the 2 DOF model with and without PID control system
for the given step steer . The lateral velocity without PID control system (blue line) rised from 0 at 5 sec to 17 m/s at 5.5
sec and remains unvaried till the end of simulation of 10 sec for the given steer. The lateral velocity of with PID control
system (green line) rises a maximum of 11.7 m/s at 5.7 sec and remains unvaried till the end of simulation. In
comparison with the conventional the lateral velocity of the 2 DOF model with PID is reduced to 35% for the same step
steer.
From the Figure13 it is observed that variation of yaw rate of the 2 DOF model with and without PID in the same
manner as the lateral velocity. The yaw rate of the model without PID varies from 0 at 5 sec and reaches a steady state of
5 deg/sec at 5.5 sec and remains unvaried till the end of simulation of 10 sec. The yaw rate of the model with PID control
system reaches a steady state of 1deg/ sec at 5.7 sec and remains unvaried till end of simulation.
The Figure14 shows the variation of roll of the 3 DOF model with PID and without PID control system for the given step
steer. The roll of the model without PID control system varied from ‘0’ at 5 sec and reached to ‘0.55’ deg/sec at 5.5 sec.
The roll of the model with PID control system varied from ‘0’ at ‘5’ sec and reached to ‘0.1’ deg/sec at 5.5 sec and
remained unvaried till the end of simulation.
Therefore from the results shown in figures (12), (13), (14) it is evident that with the implementation of PID control
systems to the three DOF model the lateral velocity is reduced to 35% , yaw rate is reduced to 75% and roll rate is
reduced to 80%.
Figure 12 Lateral velocity with time to a step input Figure 13 Yaw rate with time to a step input with
with control system feedback feedback of control system
5. CONCLUSIONS:
The two DOF and three DOF models built using truck data in Simulink made understand the variation of the lateral
velocity, yaw rate and roll of the truck for the given inputs of step steer and forward velocity.
With the incorporation of the PID (potential, integration, derivation) the lateral velocity, yaw rate and roll of the truck
model are reduced significantly in order to improve the dynamics of the truck. in this the yaw rate and roll are reduced
to greater extent than the lateral velocity as the control system is build based on active yaw control technology .
REFERENCES
[1] Hussain. (2005). Modelling Commercial Vehicle Handling and Rolling Stability. Proceedings of the Institution of
Mechanical Engineers, Part K: Journal of Multi-body Dynamics (Volume 219, Number 4 / 2005), 1-13.
[2] Díaz,M.B. (2007). Active roll control using reinforcement learning for a single unit heavy vehicle. 12th IFToMM
World Congress, (pp. 1-6). Besançon (France).
[3] Hirokazu Okuyama, F. M. (2006). Stability Augumentation System For The Heavy Duty Commercial Vehicles -
Estimation Of The Gravity Position With Ar Method And Application For Antirollover.Japan: Toyota Central R&D
Labs, Inc.,http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/Esv/esv16/98S4O06.PDF.
[4] (2013, Sep 01). Retrieved from PID controller tunning a short tutorial:
http://saba.kntu.ac.ir/eecd/pcl/download/PIDtutorial.pdf .