Integrated control of brake pressure and rear-wheel steering to improve lateral stability with fuzzy logic

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Abstract

This study introduces an integrated dynamic control with steering (IDCS) system to improve vehicle handling and stability under severe driving conditions. It integrates an active rear-wheel steering control system and a direct yawmoment control system with fuzzy logic. Direct yaw-moment control is achieved by modifying the optimal slip of the front outer wheel. An 8-degree-of-freedom vehicle model was used to evaluate the proposed IDCS for various road conditions and driving inputs. The results show that the yaw rate tracked the reference yaw rate and that the body slip angle was reduced when the IDCS was employed, thereby increasing the controllability and stability of the vehicle on slippery roads. The IDCS system reduced the deviation from the center line for a vehicle running on a split m road.

Key Words

IDCS (Integrated Dynamics Control with Steering) Vehicle stability control Fuzzy logic Vehicle model Body slip angle Yaw rate 

Momenclature

a

distance from center of gravity to the front wheel = 1.203 m

Am

area of master cylinder = pi×0.022 m2

b

distance from center of gravity to the rear wheel = 1.217 m

Broll

roll axis torsional damping = 2600 N rad/s

caf, car

cornering stiffness of the front and rear tyres = 30000 N/rad

fr

rolling resistance force (N)

Fx

tyre longitudinal force (N)

Fz

normal force (N)

hs

distance from sprung mass centre of gravity (CG) to the roll axis = 0.2 m

Iroll

sprung mass moment of inertia about the roll axis = 489.9 kg m2

Iw

mass moment inertia of the wheel about the axis of rotation = 2.1 kg m2

Iz

vehicle moment of inertia about the z axis = 1627 kg m2

Kroll

roll axis torsional stiffness = 45000 N rad

ms

vehicle sprung mass = 1160 kg

mtotal

vehicle total mass = 1280 kg

Pb

brake fluid pressure (N/m2)

Rb

distance from the centre of the wheel to the brake path = 0.16 m

Rw

wheel radius = 0.3 m

tf, tr

front and rear wheel distance = 1.33 m

α

tyre slip angle (rad)

β

vehicle body slip angle (rad)

δ

steering angle (rad)

γ

yaw angle (rad)

θst

steering wheel angle input (rad)

θsw

steering wheel angle (rad)

λd

desired slip = 0.2

λs

wheel slip

μ

friction coefficient

φ

roll angle (rad)

ω

wheel velocity (rad/s)

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References

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Copyright information

© The Korean Society of Automotive Engineers and Springer-Verlag Berlin Heidelberg 2012

Authors and Affiliations

  1. 1.Department of Mechatronics EngineeringTongmyong UniversityBusanKorea

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