Stabilty 1

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CONTENTS PAGE NO:

1. NDRODUCTON 2
2. ROLL STABLTY CONTROL 3
3. HOW STABLTY CONTROL WORKS 6
4. ROLL STABLTY N HEAVY VEHCLES 8
5. VEHCLE MODELS 12
6. WORKNG 19
7. ANALYSS OF ROLL SABLTY 20
8. CONCLUSON 21
9. REFERENCES 22


INDRODUCTION
The Vehicle stability control system is an active saIety system
designed to prevent accidents Irom occurring and to stabilize dynamic
maneuvers oI a vehicle by generating an artiIicial yaw moment using
diIIerential brakes. In this paper, in order to enhance vehicle steerability, lateral
stability, and roll stability, each reIerence yaw rate is designed and combined
into a target yaw rate depending on the driving situation. A yaw rate controller
is designed to track the target yaw rate based on sliding mode control theory. To
generate the total yaw moment required Irom the proposed yaw rate controller,
each brake pressure is properly distributed with eIIective control wheel
decision. The perIormance oI the proposed vehicle stability control system and
estimation algorithms is veriIied
Vehicle stability is aIIected by many Iactors: tire pressures, tire
design, spring rates, shock absorber damping rates, sway bar strength and track
width (the distance between the tires on the same axle). They are all careIully
selected by the engineers during the vehicle`s design to maximize the vehicle`s
stability and ride. II the body rolls or leans on corners, stability is reduced.
Suspension angles can be set to keep the roll centre the point around which
the body rotates as low as possible. OI course, the higher centre oI gravity oI
tall vehicles such as pickup trucks and SUVs creates more body roll. To
counteract this, there are now many SUVs, some pickups and even passenger
cars that are using electronics to help the suspension keep the body stable. This
Ieature is oIten called roll stability control.

ROLL STABILITY CONTROL

Roll stability control works very much like an antiskid system, but
uses additional sensors to detect an impending rollover. It then activates the
antiskid system in a manner to prevent a rollover. Roll stability control systems
work on Ilat pavement; they can't prevent rollovers caused by hitting a curb or
sliding into a ditch. Also, roll stability control should not be conIused with what
may be called rollover protection; these systems deploy curtain side airbags
when detecting an impending tip. Volvo, Ford, Mercury, Lincoln, Land Rover,
and Jeep have roll stability control systems.

Stability Control
Electronic stability control, oIten reIerred to as antiskid, goes
by many names: GM calls it StabiliTrac, Ford dubs it AdvanceTrac, and
Chrysler names it Electronic Stability Program (ESP). Other names include
Vehicle Dynamics Control (Subaru), Dynamic Stability Control (Volvo),
Vehicle Stability Assist (Honda), and Vehicle Stability Control (Toyota). A
stability control system uses several sensors to detect a loss oI traction in your
vehicle, then works with the antilock brake system to apply individual brakes to
help keep the vehicle on its intended path. In some cases, an antiskid system
also reduces engine power.


ord's stability control is called Advance Trac. Like other stability-control
systems it works to keep a vehicle on its intended path.
AdvanceTrac with RSC is an integrated system oI Iour major components
one more than typical electronic stability control systems. Ford`s exclusive
vehicle roll motion sensor sets AdvanceTrac with RSC apart Irom other
automakers` stability control systems and takes additional steps to enhance
vehicle rollover resistance. The system includes:


ANTI-LOCK BRAKE SYSTEM (ABS)
Anti-lock Brake System (ABS) this Ieature regulates brake pressure to help
prevent wheel lock-up when trying to stop the vehicle.
TRACTION CONTROL
When the system detects a loss oI traction, this quickly responds by reducing
engine power when necessary and selectively applying brake Iorce to the
slipping wheel while transIerring power to the opposite wheel. It helps give
drivers a more seamless and controlled driving experience.
YAW CONTROL--This component helps drivers avoid skidding and Iishtailing.
When understeer (which leads to skidding) or over steer (which leads to
Iishtailing) is detected, the system selectively applies individual brakes and
modiIies engine power to maximize control.
VEHICLE ROLL MOTION SENSOR --Ford-exclusive AdvanceTrac with
RSC utilizes a gyroscopic sensor to help monitor vehicle roll motion
approximately 150 times per second. II it detects the possibility oI a rollover,
the system automatically engages AdvanceTrac with RSC to help keep all
Iour wheels saIely on the ground. This Ieature is especially beneIicial when a
vehicle is Iully loaded.
STABILITY CONTROL PLUS CHOICE--On/OII Switch For added security:
AdvanceTrac with RSC is automatically engaged each time the vehicle is
started. However, a center-console button allows drivers to turn the system oII
on the rare occasion,such as during low-speed oII-roading, or in deep snow or
mud, when they may want the wheels to spin Ireely to help the tires "dig" Ior
traction.

HOW STABILITY CONTROL WORKS
Much like antilock brakes work to allow the driver to steer
while braking on slippery surIaces, stability control works to help the vehicle
stay on its driver-intended path in turns. Sometimes a driver will enter a curve
too quickly and exceed the tire's ability to hold the road through the turn. When
this happens, the vehicle begins to spin or skid. Stability control pulsates the
brakes oI individual wheels to help "rotate" the vehicle to the driver's intended
path.

Stability-control systems utilize several sensors
and a computer to determine the driver-intended
path for a vehicle.

So what does this mean to the driver? Well, iI you approach a corner too rapidly
and your vehicle begins to plow straight ahead, an antiskid system will detect
that the vehicle is not on its intended path and intervene by applying the inside
brakes. This will rotate the vehicle through the turn and, hopeIully, save you

Irom going oII the road. Antiskid systems can't deIy the laws oI physics, so they
won't help you take a 90-degree turn at 100 mph, but they can be quite helpIul
in most situations. Antiskid systems are available on many cars, trucks, and
SUVs, but they are usually optional. Stability control is an important saIety
Ieature on today's vehicles, so make sure the vehicle you are considering has it.


ROLL STABILITY IN HEAVY VEHICLES

A general purpose numerical model, suitable Ior simulating the yaw-
roll behavior oI torsion ally Ilexible heavy goods vehicles with an
arbitrary arrangement oI vehicle units, is presented. A controllability
analysis is then perIormed to examine the Iundamental limitations in
achievable roll stability oI heavy vehicles with active roll control
systems. It is established that is not possible to control simultaneously
and independently all axle load transIers and body roll angles. The
best achievable control objective Ior maximizing roll stability is
shown to be setting the normalized load transIers` at all critical axles
to be equal, while taking the largest inward suspension roll angle to
the maximum allowable angle. The results oI a simulation oI a tractor
semi-trailer vehicle with a Iull-state Ieedback active roll control
system are presented. It is shown that the roll stability oI the vehicle
can be increased by 30-40 Ior steady state and transient maneuvers
and that the handling behavior improves signiIicantly.

1.1 Roll-Over Of Heavy Vehicles
The roll-over oI heavy vehicles is an important road saIety problem world-wide.
Several studies have reported that a signiIicant proportion oI the serious heavy
vehicle accidents involve roll-over. For example, in 1996 and 1997, the US
National Highway TraIIic SaIety Administration documented over 15000 roll-
over accidents per year involving commercial heavy vehicles .
A review oI heavy vehicle saIety by von Glaser considered that while some
rollover accidents involving articulated vehicles were preventable given a

sophisticated warning system and a highly skilled driver, the majority could
only be avoided by the intervention oI advanced active saIety systems . Winkler
et al. also noted that it is very diIIicult Ior truck drivers to perceive their
proximity to roll-over while driving .
Winkler et al. surveyed US accident statistics and reported a strongly negative
correlation between steady-state roll stability and the average likelihood oI roll-
over accidents . The study Iound that an increase in the static roll-over threshold
oI 0.1 g in the range 0.4-0.7 g caused a 50 reduction in the Irequency oI roll-
over accidents Ior tractor semi-trailer combinations. For example, the average
Irequency oI roll-over accidents was 0.16 events per million kilometers
travelled among vehicles with a static rollover threshold oI 0.5 g but 0.07 events
per million kilometers among vehicles with a static roll-over threshold oI 0.6 g.
The study also established a link between steady-state roll stability and the
probability oI roll-over in an accident. Roll-over accidents accounted Ior almost
50 oI non-jack-kniIe accidents to tractor
semi-trailers with a static roll-over threshold oI 0.4 g but less than 15 to
tractor semitrailer switch a roll-over threshold oI 0.6 g. Interestingly these
statistics indicate that drivers do not drive less stable vehicles more cautiously
(and conversely, do not drive more stable vehicles less cautiously). This is
believed to be because drivers are unable to assess roll-over stability accurately
while driving.
It is clear that even a modest increase in roll stability can lead to a signiIicant
Reduction in the Irequency oI roll-over accidents.
1.2 Review
Recently the use oI active roll control systems to improve vehicle roll stability
and
Reduce the likelihood oI roll-over accidents has been proposed by several
authors. Vehicles with conventional passive suspensions tilt out oI corners
under the inIluence oI lateral acceleration. The centre oI sprung mass shiIts

outboard oI the vehicle centerline and this contributes a destabilizing moment
that reduces roll stability. The aim oI a stabilizing active roll control system is
to lean the vehicle 394 corners such that the centre oI sprung mass shiIts
inboard oI the vehicle centerline and contributes a stabilizing roll moment.
Dunwoody and Froese used simulations to investigate the potential beneIits oI
using an active roll control system to increase the steady-state roll stability oI a
tractor semi-trailer . The roll control system hardware was contained entirely
within the
trailer unit and consisted oI a tilt able IiIth wheel coupling and hydraulic
actuators at the trailer axles. The sole input to the roll controller was a lateral
acceleration signal Irom an accelerometer mounted on the trailer. Controller
gains were selected using a simple steady-state roll-plane model. The authors
concluded that the system could increase the roll-over threshold by 20-30 Ior
a wide range oI trailer loading conditions. Lin et al. investigated the use oI an
active roll control system to reduce the total lateral load response oI a single
unit truck to steering inputs . A linear model
with Iour degrees oI Ireedom (yaw, sideslip, sprung mass roll angle and
unsprung
mass roll angle) was used. A steering input spectrum was derived by
considering the low Irequency steering inputs required to Iollow the road (based
on road alignment data) as well as the higher Irequency inputs needed to
perIorm Irequent lane change maneuvers. This spectrum was used to design an
optimal Iull-state, linear quadratic Controller to regulate load transIer. This
control scheme caused the vehicle to lean into corners. The lateral acceleration
level at which wheel liIt-oII was Iirst experienced was increased by 66 and the
RMS load transIers in response to a random steering input were reduced by
34. A proportional-derivative lateral acceleration Ieedback controller was also
designed using pole placement. Although the reductions in total load transIer
were smaller, the lateral acceleration controller was attractive because oI its

simpler instrumentation requirements. Lin et al. also investigated the use oI
active roll control to enhance the roll stability oI a tractor semi-trailer . The
design oI the roll control system was perIormed using a seven degree oI
Ireedom linear model. The controller used lateral acceleration signals Irom the
tractor and trailer to control active anti-roll bars Iitted to the tractor and trailer
axles. The proportional controller gains were selected Ior good steady state roll
stability and the derivative gains were chosen to equate the normalized
RMSload transIers oI the two units. The system reduced steady-state and
transient load transIers by up to 30. Results were conIirmed by time domain
simulations using validated nonlinear yaw-roll model . The authors noted that
the transIer oI roll moment across the IiIth wheel coupling allowed the roll
control system on the tractor to contribute to the roll stability oI the trailer.
1.3 Research needs

Despite this previous work, the nature oI Iundamental limitations in achievable
roll stability Ior vehicles with active roll control systems is not well understood.
An understanding oI these limitations is necessary to enable the Iormulation oI
achievable control system design objectives that maximize vehicle roll stability.
In addition, the eIIects oI the torsion Ilexibility oI vehicle Irames and couplings
and the liIt-oII oI Individual axles on the roll stability oI heavy vehicles with
active roll control systems must be considered.


2 .VEHICLE MODELS
2.1 Single Unit Vehicle Model
The roll and handling response oI a single unit vehicle to steering inputs was
investigated using a linear model that built on models Iormulated by Sigel |15|
and Lin |9|. Pitching and bouncing motions have only a small eIIect on the roll
and handling behavior oI the vehicle and so were neglected. The eIIects oI
aerodynamic inputs (wind disturbances) and road inputs (cross-gradients, dips
and bumps) were also neglected.
2.1.1 Rigid rame Model
The single unit vehicle was modeled using three rigid bodies one to represent
the sprung mass, and one each Ior the Iront and rear axle group as shown in
Iigure 1. For vehicles with multiple axles at the rear, these axles were combined
to Iorm a single rigid body. The vehicle was allowed to translate longitudinally
and laterally, and could yaw. The sprung mass rotated about a horizontal roll
axis Iixed in the unstrung masses, the location oI the roll axis being dependent
on the kinematic properties oI the Iront and rear suspensions. The unstrung
masses also had a roll degree oI Ireedom, enabling the eIIect oI the vertical
compliance oI the tires on the roll perIormance to be included in the model.The
suspension springs, dampers and anti-roll bars generated moments between the
sprung and unstrung masses in response to roll motions. The roll stiIIness and
damping oI the vehicle suspension systems were assumed to be constant Ior the
range oI roll motions considered. The active roll control systems at each axle
consisted oI a pair oI actuators and a stiII anti-roll bar in parallel with passive
springs and dampers. These roll control systems generated additional
(controlled) roll moments between the

sprung and unstrung masses. Initially, a simpliIied tire model, where lateral
Iorces varied linearly with slip angle, independent oI vertical load, was used.
This assumption oI linearity is reasonable
2. STABILITY
O 2.1 Rollovers at roundabouts
O 2.2 Evasive maneuvers
O 2.3 Rearward ampliIication
O 2.4 Maneuverings
O 2.5 Low-speed oII-tracking
O 2.6 Swept path
O 2.7 Swing out
O 2.8 Trailer yaw
There are many Iactors inIluence a vehicle's tendency to roll over, but the
Iollowing are the most crucial:

O the vehicle's speed
O the height oI the centre oI gravity
O the type and condition oI the suspension
O the type and condition oI tyres.

II all these Iactors are contained within acceptable levels, the vehicle will
remain stable. II they are not, then the risk oI loss oI control and rollover will
increase. Typically rollovers occur during cornering (at either high or low
speed) and sudden evasive steering manoeuvres.
2.1 Rollovers at roundabouts
The Iollowing is an example oI how rollover can occur at a roundabout even
though the truck may be proceeding straight through.

The driver oI a loaded truck intends to proceed straight through a roundabout.
He/she saIely negotiates the leIt-hand bend at point A` and the vehicle rolls to
the right. The driver then swings the steering to the right at B` to travel around
the roundabout and the vehicle rolls to the leIt. But this time it rolls much
Iurther than it did at point A` because the directional changes oI the vehicle
match its roll resonance. At this point the load might even shiIt, transIerring
more weight to the leIt-hand side oI the vehicle, increasing the roll still Iurther
and possibly overturning the vehicle on to its leIt side at point C` as shown.
However, iI the vehicle is able to continue past point C` and the driver then
steers to the leIt, the vehicle will roll back to the right still more violently and is
even more likely to overturn, this time on to its right side at point D`.

This can occur at a surprisingly low speed, speeds which may be quite saIe Ior
another type oI truck, even when Iully laden. This danger is not restricted to
roundabouts; S-bends and violent lane changes can present a similar hazard.

2.2 Evasive manoeuvres
Drivers operating heavy vehicles need to make constant steering corrections,
whether to compensate Ior simple road undulations and the eIIects oI camber or
wind, or when negotiating intersections and undertaking evasive manoeuvres to
avoid other vehicles or obstacles.
These manoeuvres can be at relatively low speed but involve several directional
changes (as in a roundabout) or take place at high speed, as in a steering
correction during cornering or changing lanes. In each oI these situations there
is transIer oI weight Irom one side oI the vehicle to the other.
With a heavy combination vehicle the eIIect oI changing direction at higher
speeds raises a number oI additional issues to those normally experienced when
driving a rigid vehicle. One oI the most signiIicant oI these is rearward
ampliIication or cracking the whip`.
2.3 Rearward amplification
This only applies to heavy combination vehicles where in the total length oI the
combination there is more than one articulation (pivot) point. For example, a
truck and trailer combination has a pivot point in the draw bar coupling; a B`

train has two pivot points, one in each turntable where the kingpin is locked into
the turntable jaws.
Rearward ampliIication, or cracking the whip, occurs during a rapid lane change
where a relatively small steering input oI the towing vehicle is ampliIied
(increased), through each pivot point. The result being that the end trailer in a
combination can react very violently to the lane change.
Overseas research has demonstrated that cracking the whip becomes a
signiIicant stability Iactor at road speeds above 60 km/h.
2.4 Manoeuvring
Manoeuvring a combination vehicle, particularly at lower speeds, introduces a
number oI Iactors oI greater signiIicance than those encountered when
manoeuvring a rigid vehicle.As a general rule, the more manoeuvrable a
combination vehicle is, the less stable it is likely to be in open road driving
situations.
2.5 Low-speed off-tracking--When a long vehicle makes a low-speed turn, at
an intersection Ior example, the rear oI the vehicle may oII-track (take a
diIIerent path) around the corner than the towing vehicle. In some situations
there can be several metres diIIerence.This is shown in the picture below:


Drivers oI heavy combination vehicles must be aware oI this whenever they
manoeuvre a vehicle, particularly when the result oI oIItracking could be Ior the
vehicle to come into contact with another vehicle or a building.
2.6 Swept path
When a heavy combination makes a turn, especially a sharp turn to the leIt or
right, the trailer or trailers do not necessarily Iollow in the same path (track) oI
the towing vehicle. This is similar to oII-tracking. Swept path is illustrated in
the image below.

2.7 Swing out
Associated with swept path is swing out. This is the eIIect that is caused by the
rear oI the trailer (its rear overhang) taking a path outside that oI the rest oI the
vehicle. This is illustrated in the image below.


2.8 Trailer yaw
Any vehicle that is being towed by another vehicle will experience some degree
oI sway Irom side to side (yaw). The amount oI yaw experienced by the towing
vehicle is inIluenced by a number oI Iactors, but speed and loading conditions
are the most crucial Iactors. Yaw is generally explained as the way in which the
trailer trails the towing vehicle.
Once a trailer has started to yaw (sway Irom side to side) it can quickly develop
into an uncontrollable situation and can easily result in the vehicle overturning.
A saIe method oI reducing trailer yaw is to slow down but do not use the brake
as this could easily develop into a jack kniIe situation.
Trailer yaw should not be conIused with rearward ampliIication. Trailer yaw is
a swaying motion that can be encountered on straight roads and can develop
without any steering input Irom the driver. Rearward ampliIication on the other
hand is a result oI a lane change or similar manoeuvre where the driver alters
the path oI the vehicle through the steering.


WORKING
A steering angle sensor determines where the driver wants to go,
or at least where he is steering. A yaw sensor measures the rate oI directional
change oI the vehicle. This sensor is usually located closer to the centre oI the
vehicle and uses an electronic strain gauge to measure angle change rates. All oI
these sensors are used Ior vehicle stability control systems, which control the
brakes to reduce the possibility oI the vehicle spinning out on a corner, or the
driver losing control during a sudden evasive maneuver. One more sensor is
needed Ior roll stability control. This is a roll sensor, which measures the angle
oI the body Irom vertical and the rate oI change oI that angle.
Now the computer has all the inIormation and can start to control the vehicle to
make it saIer. Roll stability is very diIIerent at high speeds, compared with low
speeds or even oII-road speeds. During a high-speed corner, the body might not
seem to lean very much, but because oI the vehicle speed, it could be enough to
cause the vehicle to roll. When the computer program determines there is the
possibility oI a roll situation, it operates the individual wheel brakes selectively
to minimize the roll. Braking slows the vehicle so there is less potential energy
to cause a roll. By braking only the Iront outside wheel, the system makes the
vehicle turn away Irom the corner. Because the vehicle is now travelling in a
straighter path, there is less chance oI it rolling.During slow speed operation,
such as when oII-roading, the sensors are still sending the same inIormation, but
now the computer knows the vehicle is travelling slowly. There is less potential
energy in the body and less possibility oI the vehicle rolling, even though it
could be turning the same arc as it was during high speed operation. The system
doesn`t have to intervene as quickly, or perhaps not at all, to prevent a roll.

ANALYSIS O ROLL STABILITY

Again the roll stability oI the vehicle is determined by the ability oI the vehicle
to generate a net restoring moment to balance the increase in primary
overturning moment generated by an increase in steering input. By varying the
control torques between the sprung and unsprung masses, the active roll control
system can manipulate the axle load transIers and the body roll angles, thus
controlling the net stabilizing moment. SpeciIically it is possible to increase the
inward lean oI the vehicle units, thus using the lateral displacement moment to
provide a stabilizing eIIect within the limits oI available suspension travel. (This
assumes that the vehicle units whose wheels have liIted oII are torsion ally
coupled to the vehicle units whose wheels remain on the ground, or
equivalently, that control torques Irom vehicle units whose axles remain on the
ground can inIluence the roll angles oI the vehicle units whose wheels have
liIted oII.) Clearly, given a suIIicient stabilizing eIIect Irom the lateral
displacement moment, it is possible to nulliIy the destabilizing eIIect oI the
primary overturning moment and to stabilize the vehicle in roll.
Achievable roll stability is thereIore limited by the ability oI the active roll
control system to provide a suIIicient stabilizing lateral displacement moment
such that the net restoring moment can balance the primary overturning
moment. This ability is in turn limited by the maximum allowable suspension
deIlection. Once the maximum allowable deIlection is reached, the stabilizing
eIIect is limited to that which would be provided by inIinitely stiII suspension
springs holding the sprung masses at the maximum inward roll angle. By
analogy with the passive case, the stability oI the system can be checked by
veriIying that the eigenvalues oI all lie in the open leIt halI plane. In the
active case, is Iormed Irom by: ( setting the tyre roll stiIIness
Terms at the liIted axles to 0 (as beIore); and setting the suspension roll
stiIIness

CONCLUSION
Even though roll stability control will help minimize the possibility
oI a vehicle rollover, the electronics can`t overcome all the laws oI physics. II
you are oII-roading and the body angle is too high, the vehicle can still roll over
sideways. II the shock absorbers are worn or the springs are broken, the body
can roll too Iar, and the roll control system may not be able to keep the body
under control.
Finally, tire pressures are still critical to proper
vehicle handling. II they are too low, the sidewalls Ilex, allowing the body to
roll more. As good as the roll control systems are, there are some things Ior
which electronics can`t compensate, so check those tire pressures regularly.


REERENCES

O .Vehicle stability control system Ior enhancing steerabilty, lateral stability, and
roll stability--The Korean Society oI Automotive Engineers
O www.theIordstory.com/saIety/advancetrac-with-roll-stability-control/
O http://www.nzta.govt.nz/resources/heavy-learner/heavy-combination-
vehicles/2.html
O Roll Stability Support RSS5:8Trailer RetroIit
O Achievable Roll Stability oI Heavy Road Vehicles--David
J. M. Sampson,David Cebon

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