Integrated chassis control for optimized tyre force coordination to enhance the limit handling performance

Abstract

This paper proposes a coordinated control algorithm of the differential braking, the front and rear traction torques and the active roll moment to enhance the limit-handling performance. The coordinated algorithm is designed to maximize the driving velocity while keeping the vehicle in a lane. First, the analysis of the cornering dynamics is described to consider the non-linear characteristics of the tyres during acceleration or deceleration. The target vehicle motions are determined on the basis of the driver's intention and the current states of the vehicle. An optimization-based control allocation strategy is utilized to distribute the actuator control inputs optimally by considering the tyre and vehicle limitations. Closed-loop simulations of a driver-vehicle-controller system were conducted to investigate the performance of the proposed control algorithm. The performance of the coordinated algorithm was compared with those of the individual coordination algorithms. The simulation results show that the proposed integrated chassis controller improves the performance in high-speed cornering with respect to the driving speed without losing stability compared with simple coordination chassis control systems.

An integrated control of front in-wheel motors and rear electronic limited slip differential for high-speed cornering performance

“…where T fl, IWM and T fr, IWM are the wheel torques generated by the in-wheel motor in the front left and front right wheel, respectively. There are some points to be notified in equation ( 5): (1) the longitudinal tire forces in the rear wheels F x, r are determined by the drivers' throttle pedal input; (2) the control commands to the IWM and eLSD are transmitted in the form of two front wheel torques and clutch torque. Thus, the input vector u à is the torque commands for IWMs and eLSD; (3) since the outer wheel speed is faster than the inner wheel speed in a moderate driving, the sign of eLSD torque input T clutch is defined as a positive number in this condition.…”

“…In Warth et al, 1 a central feedforward control was designed using the input-output linearization for two chassis systems: rear-wheel steering and torque vectoring. In Her et al, 2 a coordinate algorithm was proposed to enhance the limit-handling performance for the differential braking, traction torques, and active roll moment. The optimization-based control allocation is used to distribute the actuator control inputs.…”

Path Tracking Control with Constraint on Tire Slip Angles under Low-Friction Road Conditions

“…To date, a lot of papers have been published in the field of VSC and LSC [36][37][38]. Among the literature, some papers have been published to limit the tire slip angle such that F y is not saturated or F y is maintained at its maximum on low-friction road surface [39][40][41][42][43][44][45].…”

A Robust Control Method for Lateral Stability Control of In‐Wheel Motored Electric Vehicle Based on Sideslip Angle Observer

“…A correctional linear quadratic regulator combined the feedback and feed forward control algorithm is introduced by Li et al to deduce the object of the stability yaw moment in order to guarantee the yaw rate and sideslip angle stability. Her et al [18] presented an integrated chassis control of the differential braking, the front and rear traction torques, and the active roll moment for optimized tire force coordination to enhance the limit handling performance. Zhang and Wang [19] presented a robust gain-scheduling approach for vehicle lateral dynamics control through active front steering and direct yaw moment control.…”