Coordinative traction control of vehicles based on identification of the tyre–road friction coefficient

Abstract

Traction control, which can be performed by different types of chassis control system, plays an important role in vehicle motion control. Since the propulsive force is actually produced by the friction between the tyre and road, information on the tyre-road friction is crucial for traction control. In this paper, a robust and effective tyre-road friction coefficient identification algorithm for straight acceleration is proposed, and a coordinative traction control method is designed by integrated usage of gear shifting control, engine control and braking control. For different driving conditions, the tyre forces were observed by a sliding-mode observer or calculated from the states of the vehicle directly, and the tyre-road friction coefficients were estimated by the recursive least-squares method or calculated from the linear characteristics between the friction coefficient and the slip ratio consequently. Based on the estimated tyre-road information, a practical and systematic coordinative traction control algorithm was designed to integrate shifting control, engine torque control and braking pressure control. Finally, the proposed methods are verified by both simulations and road tests. The results show that the estimation algorithms can identify the variation in the road conditions with considerable accuracy and response speed, and the controller successfully adjusted the slip ratios of the driving wheels in the stable region with good performances on different types of road.

Quantification of Road Vehicle Performance Parameters Under Laboratory Conditions

“…Engine performance curves at each gear gears in transmission and final drive system as well as the tire rolling on the rollers. Thus, it represents the sum of mechanical losses and rolling resistance [9,14,21,27]. Table 3 contains the increasing performance drag with increasing gear at the same engine speed.…”

“…If a decrease in performance is detected, the engine malfunction is diagnosed using other diagnostic equipment. After malfunction removal, performed operation can be re-inspected on the test bench [7,23,27].…”

“…However, if the engine performance assessment needs to be done, the actual amount of losses for each type of vehicle or explicitly ex-pressed performance at the periphery of the driving wheels must be known. This performance has always a lower value when compared to the effective engine performance generated by an engine [27]. A lot of research studies related to similar issues were process, for example, in literature [5,8,11,12,14,16,17,24,25].…”

“…The first three elements of the performance drag have about the same values. On the contrary, the tire rolling resistance increases with the vehicle speed, and also depends on the tire construction and pressure, as well as the load on driving axles and created conditions of a route (material of a surface of test rollers, their diameter and spacing) [23,27].…”

Influence of Exploitation Conditions on Anti-Skid Properties of Tyres

“…Another solution for tyre-road adhesion coefficient calculation is by performing road tests. Firstly, Zhao et al (2016) describes an approach based on road tests of an automobile for different driving conditions. This way of obtaining adhesion coefficient between tyre and road is rather an estimation and the method is therefore indirect.…”