Improvement of Vehicle Maneuverability by Direct Yaw Moment Control

Shibahata, Yasuji; Shimada, Kazuhiko; Tomari, T

doi:10.1080/00423119308969044

Cited by 234 publications

(129 citation statements)

References 3 publications

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“…The model was previously used in [12] and it is based on the assumptions found in references [3,13]. (see Figure 1) and the inertial X E − Y E reference frame (see Figure 2):…”

mentioning

confidence: 99%

On optimal recovery from terminal understeer

Klomp¹,

Lidberg

Gordon

2014

Proceedings of the Institution of Mechanical Engineers, Part D:

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This paper addresses the problem of terminal understeer and its mitigation via integrated brake control. The scenario considered is when a vehicle enters a curve at a speed that is too high for the tyre/road friction limits and an optimal combination of braking and cornering forces is required to slow the vehicle down and negotiate the curve. Here, the driver commands a step steering input, from which a circular arc reference path is inferred. An optimal control problem is formulated with an objective to minimize the maximum o-tracking from the reference path and two optimal control solutions are obtained. The rst is an explicit analytic solution for a friction-limited particle; the second is a numerically derived open-loop brake control sequence for a nonlinear vehicle model. The particle solution is found to be a classical parabolic trajectory associated with a constant global mass-center acceleration vector. The independent numerical optimization for the vehicle model is found to closely approximate

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“…The model was previously used in [12] and it is based on the assumptions found in references [3,13]. (see Figure 1) and the inertial X E − Y E reference frame (see Figure 2):…”

mentioning

confidence: 99%

On optimal recovery from terminal understeer

Klomp¹,

Lidberg

Gordon

2014

Proceedings of the Institution of Mechanical Engineers, Part D:

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“…Targets i) -iii) are realised through an increase of the torque on the wheels on the outer side of the corner and a decrease of the wheel torque on the inner side. Target iv) can be achieved, for example, with torque-vectoring strategies such as those proposed in [20] and [29], which are based on traction forces distributed proportionally to tyre vertical load . However, the benefit of these strategies is limited as the achievable extent of the reduction of the spread of the understeer characteristics cannot be predicted a-priori.…”

Section: The Design Specifications Of the Torque-vectoring Controllermentioning

confidence: 99%

Design and comparison of the handling performance of different electric vehicle layouts

Novellis

Sorniotti

Gruber

2013

Proceedings of the Institution of Mechanical Engineers, Part D:

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In contrast to conventional internal combustion engine driven vehicles, the number of motors in fully electric cars is not fixed. A variety of architectural solutions, including from one to four individually controlled electric drive units, With respect to linear handling characteristics, the simulations indicate that the influence of torque-vectoring is independent of the location of the controlled axles (front or rear) and considerably affected by the number of controlled axles.

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“…iTORQ+ is designed to maximise cornering performance, increasing both upper lateral acceleration levels as well as enhanced transient performance under high-throttle inputs [8]. It is intended to intervene during all vehicle operating ranges up to the limit.…”

Section: Itorq+mentioning

confidence: 99%

Control Systems for High Performance Electric Cars

Pedret

2013

WEVJ

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Electric vehicle technology opens doors to a wide range of research and improvement possibilities which can be used to develop a High Performance Full Electric Competition Car. However, in our modern-day society, there are numerous prejudices against electric vehicles which lead to their slow introduction in the market.In this context, IDIADA has been commissioned to build Volar-e with the aim to help overcoming the current technological and social barriers of electric vehicles and to set new standards in their behaviour. In order to achieve this target, Volar-e incorporates four independently controlled electric motors. What is more, a central concept to the vehicle is the integration of an intelligent torque distribution strategy to enhance road holding, handling and performance. Applus IDIADA's knowledge of torque vectoring technologies has led to further developments and, thus, to the incorporation of four active systems in the prototype: iTORQ+, iTORQ-, Traction Control and Launch Control. These systems have been designed with the objective of both maximizing lateral acceleration while maintaining vehicle stability and drivability and, in the overall, minimizing lap time around IDIADA's tracks. This paper highlights the improvement of Volar-e's behaviour thanks to implementing in it the previous mentioned control systems. A detailed model of Volar-e has been parameterized in CarSim©, encompassing not only a thorough powertrain model obtained from testing Volar-e's electric motors on a test-bench, but also a complete suspension model defined from K&C tests. By means of different simulation manoeuvres, the systems have been finely developed and adapted to fulfil the premise of achieving a high performance electric vehicle and to define the best initial set of parameters before passing from theory to practice. Last but not least, some conclusions are presented.

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Improvement of Vehicle Maneuverability by Direct Yaw Moment Control

Cited by 234 publications

References 3 publications

On optimal recovery from terminal understeer

On optimal recovery from terminal understeer

Design and comparison of the handling performance of different electric vehicle layouts

Control Systems for High Performance Electric Cars

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