Chassis Design and Active Control Systems for Vehicle Dynamics and Active Safety

Marco Gubitosa Sr. Research Engineer - Simulation Division LMS

Marie Curie Graduate School on Vehicle Mechatronics & Dynamics Feb. 5-8, 2013, Leuven, BELGIUM
Any public or commercial use requires the agreement of the author.

Outline

1 2 3 4

Vehicle controllers Active Safety Systems in brief Longitudinal and Lateral Dynamics: the basics ABS

5
6 7

ESP
Vertical Dynamics Control Tools and steps for vehicle dynamics control development

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Slide 2

Vehicle controllers
Reformulating the concept

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Slide 3

Vehicle controllers design domains

Route planning Avoid traffic jams

Maintain a desired speed or a desired distance to the car in front Maintain the drive Lane Lane change Overtaking maneuvers

Maintain the vehicle in a linear region where it responds on driver s input in a predictable way Avoiding: excessive wheel spin blocked wheels excessive yaw rate

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Slide 4

Vehicle controllers design domains

Route planning Avoid traffic jams

Maintain a desired speed or a desired distance to the car in front Maintain the drive Lane Lane change Overtaking maneuvers

Maintain the vehicle in a linear region where it responds on driver s input in a predictable way Avoiding: excessive wheel spin blocked wheels excessive yaw rate

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Slide 5

Vehicle controllers applications

Global Information
Driver Commands , State of Driver , Cruising , Traffic , Street (m), Weather

Navigation level Guidance level Stabilization level Vehicle Stability Management

ABS TCS EBD ESP active suspension active steering

Vehicle Dynamics Systems

Driver Assistance Systems Vehicle Motion Management

cruise control ACC PA lane support collision avoidance drive-by-wire co-pilot auto-pilot

Traffic Management
routemap- based navigation dynamic navigation telematic services remote diagnosis emergency and info services

Coordination
Engine Transmission Service and Parking Brake Steering Suspension

Characteristics of road and vehicle

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Slide 6

Global context

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Slide 7

Active Safety Systems

Vehicle Dynamics Control in brief

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Slide 8

The role of chassis control systems on vehicle safety

Chassis Control Systems act on brakes (ABS, ESP), traction (AWD, robotized gearbox), steering (EPS,AWS) and suspensions (ARC) to increase vehicle safety. Several of the above active systems are widely applied, while others are becoming more popular.

RTD Real Time Damping ARC Active Roll Control TCS Traction Control System ATC Active Traction Control AWD All Wheel Drive

VDC ABS EHB AWS

Vehicle Dynamics Control Active Brakes Control Electro-Hydraulic Braking All Wheel Steering

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Slide 9

Braking Systems - EBD - BA

Electronic Brake-force Distribution (EBD) EBD electronically distributes the brake hydraulic pressure between front and rear wheels depending on vehicle load and driving conditions sending relatively more braking power to the axle with the greater load.

Brake Assist (BA)

This system supports pedal actuation during emergency braking by providing additional braking force.

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Slide 10

Braking Systems - ABS

Anti-lock Braking Systems (ABS) assist drivers in maintaining vehicle control and avoiding wheel lock during emergency stop situations or on slippery surfaces.

ABS uses four independent sensors which individually monitor each wheel's speed. When wheel lock or skidding is sensed, a signal is sent to the ABS Electro-hydraulic Control Unit (EHCU) which controls the system and can determine when a panic situation exists.

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Slide 11

Braking/Tractive Systems - TCS

Traction Control Systems (TCS), combine brake and engine management to transfer power to the wheels with the best grip on the road. TCS automatically applies the brakes at the drive wheel(s) and reduces engine power, as needed, to help reduce wheel spin during acceleration. This can improve traction and vehicle stability to help maintain control when accelerating on slippery surfaces like slick, wet roads or gravel.

ASR  Anti Skid Regulator

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Slide 12

Stability Systems - ESP

Electronic Stability Program (ESP) system combines the capabilities of anti-lock brakes (ABS) and traction control with a lateral stability control feature. While ABS and Traction Control improve the longitudinal stability of the vehicle by limiting wheel slip, ESP primary function is to enhance vehicle control during cornering.

Depending on the automotive producers the Stability Control has been commercialized whit different names: ADC (Active Dynamic Control), ASC (Active Stability Control), DSC (Dynamic Stability Control), ESC (Electronic Stability Control), PSM (Porsche Stability Management), ESC

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Slide 13

Linkage and Suspension Systems  Active Body Control

Through a combination of hydraulic and electronic technologies, the Active Body Control systems limits vehicle load transfers due to body modes of pitch and roll providing enhanced safety. Those kind of systems can act through different suspension elements such as roll bars or actuated damper elements.

ADC

(TRW)

Reduction of body roll through ADC (Active Dynamic Control)

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Slide 14

Longitudinal and Lateral Dynamics

The principles behind

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Slide 15

Introduction to Tires Behavior - Conventions

The Normal Force, at the tire contact patch, dynamically depending from the stiffness and damping of the tire itself. Camber angle, better called inclination angle, is the angular displacement from the vertical direction.

The slip angle is the difference between wheel heading and direction of travel.
These two angles are associated mainly with the Lateral Force which is considered acting in the road plane and normal to the direction of the wheel plane. In the wheel plane can be identified the Longitudinal Force, which is the result of the tire exerting force.

Directly connected to the longitudinal slip.

Aligning Moment (Mz), produced on the tire to realign it with the direction of movement when there is a non zero slip angle. Rolling Resistance (My) Overturning Moment (Mx), caused by a lateral shift of the vertical load during cornering
SAE System Orientation and Axes Terminology (right side wheel)

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Slide 16

Overview of forces generation

Major forces generated due to the slip angle

Major forces generated due to Camber angle

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Slide 17

Overview of forces generation

Longitudinal reaction force due to braking / accelerating

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Slide 18

Combined effect
Combined longitudinal and lateral reaction forces (the friction circle)

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Slide 19

Braking systems components

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Slide 20

Auxiliary Devices for Braking system

Booster to amplify driver s pedal force effect on Tandem Master Cylinder (TMC)

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Slide 21

Auxiliary Devices for Braking system

Booster to amplify driver s pedal force effect on Tandem Master Cylinder (TMC)

Booster control valves

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Slide 22

Auxiliary Devices for Braking system

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Slide 23

Auxiliary Devices for Braking system

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Slide 24

Auxiliary Devices for Braking system

Normal Braking Action

MC

BC

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Slide 25

Auxiliary Devices for Braking system

Normal Braking Action

MC

BC

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Slide 26

Braking Stability

Rear wheels locked loose of lateral stability

Front wheels locked, the vehicle can not change the direction

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Slide 27

ABS
Anti-lock Braking Systems (Antiblockiersystem)

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Slide 28

The stable limits and working range

Braking force coefficient and lateral force coefficient as functions of the longitudinal slip, with evidence of the SAE international 1999 ] ABS control ranges [Bosch GmbH, riving Sa ety y te

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Slide 29

ABS  High friction surface (dry asphalt)

Controlled Variables: Deceleration of the wheel Longitudinal Slip Estimating Vehicle Velocity Identification road friction Different Control Logic for: High Friction Low Friction -split -jump
Speed
VF VRef VR 1 Vehicle Speed Reference Speed Peripheral Wheel Speed Slip Threshold

Peripheral Wheel Acceleration

+A, +a, -a Acceleration Thresholds

Signals Switching
Acceleration thresholds Logic signal

Slip thresholds Logic signal

Brake Pressure
-pab Brake Pressure decrease

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Slide 30

ABS Components

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Slide 31

Modification to the braking circuit

The active behavior is generated thanks to the addition of: 1 Pump 8 Electro-Valves 4 Accumulators (LP & HP)

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Slide 32

ABS Components

Iso valve BC HPA

LPA Pump

MC
Dump valve

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Slide 33

ABS Components
Emergency Braking Action
Iso valve BC HPA

LPA Pump

MC
Dump valve

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Slide 34

ABS Components
ABS System intervenes Pressure maintenance
Iso valve BC HPA

LPA Pump

MC
Dump valve

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Slide 35

ABS Components
ABS System intervenes Pressure Reduction
Iso valve BC HPA

LPA Pump

MC
Dump valve

Feedback to Pedal

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Slide 36

ABS  High friction surface (dry asphalt)  Validation model

Tuning the acceleration tailored on a validation model of a vehicle Adding the vertical DOF to be able to address the load transfer due to pitch movement.

Velocity plot

Braking torque

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Slide 37

ABS  High friction surface (dry asphalt)  Full vehicle application

Example Real Effectiveness ABS

Velocity plot

Braking torque RF

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Slide 38

ESP
Electronic Stability Program

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Slide 39

ESP  The basic concept

Desired Actual vehicle vehicle path path

Desired Actual vehicle vehicle path path

Braking force applied by ESP

Braking force applied by ESP

Yaw moment generated Yaw moment generated

UNDERSTEER

OVERSTEER

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Slide 40

ESP  The controller algorithm

Desired behavior

Vehicle response

Driver
s commands

Estimation of permitted behavior

VEHICLE: Controlled System Actuators to intervene on the braking system (ABS) Sensors to understand vehicle behavior

Desired behavior

Modulation of end effect commands on braking and throttle pedal pressure

Commands given to the actuators

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Slide 41

The players
The ESP requires additional sensors to measure yaw rate, lateral acceleration, steering wheel angle and the braking pressure

Yaw rate and lateral acceleration sensor (to determine the actual state of the vehicle to be compared with the calculated one)

Wheel Speed sensor

Steering Angle sensor

Communication with engine management

(to eventually act on the engine torque in positive or negative direction)

(To measure, together with the vehicle speed, the brake pedal/throttle Hydraulic modulator with pressure, the driving intention of the unit management driver) (Connecting the master cylinder with the wheel cylinders)

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Slide 42

ABS Components

Iso valve BC HPA

LPA Pump MC

Dump valve

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Slide 43

ESP Components
ONE extra ISOLATION valve and ONE PRIME valve per brake circuit (diagonal or fore-aft split)

Iso valve BC HPA

Iso valve

LPA Pump MC

Dump valve

Prime valve

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Slide 44

ESP Components  ABS Function

Emergency Braking Action
Iso valve BC HPA Iso valve

LPA Pump MC

Dump valve

Prime valve

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Slide 45

ESP Components  ABS Function

Pressure maintenance
Iso valve BC HPA Iso valve

LPA Pump MC

Dump valve

Prime valve

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Slide 46

ESP Components  ABS Function

Pressure Reduction
Iso valve BC HPA Iso valve

LPA Pump MC

Dump valve

Prime valve

Feedback to Pedal

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Slide 47

ESP Components  ESP Function

Pressure build-up
Iso valve BC HPA Iso valve

LPA Pump MC

Dump valve

Prime valve

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Slide 48

ESP Components  ESP Function

Pressure maintenance
Iso valve

Iso valve BC HPA

LPA Pump MC

Dump valve

Prime valve

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Slide 49

ESP Components  ESP Function

Pressure Reduction & Fluid recirculation
Iso valve

Iso valve BC HPA

LPA Pump MC

Dump valve

Prime valve

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Slide 50

Step Steer

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Slide 51

ESP Examples
ESP Example1  Lane Change ESP Example1  Double Lane Change ESP  BOSCH

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Slide 52

Vertical Dynamics Control

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Slide 53

The one corner analysis  skyhook control

RSKY

ZS

ZS

MS

MS

KS

RS ZUS

KS

FS ZUS

MUS
KT RT ZR KT

MUS
RT ZR

a)

b)

FSKY = -

dZ S RSKY dt

FS = FSKY + FWH = =dZ S & -Z & R RSKY - Z S US WH dt

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Slide 54

Suspension Design Compromise

Conflict diagram - Road holding vs Comfort
0.55

0.5

RMS Car body acceleration [m/s2]

RWH

Passive

0.45

0.4

Conflict diagram - Suspension Travel vs Comfort

0.55

0.35

RSKY
0.5

RMS Car body acceleration [m/s2]

0.3

Passive
0.45

RWH

0.25

0.4

0.2 1200

1400

1600

1800

2000

2200

2400

2600

2800

3000

3200

RMS Tire force variation [N]

0.35

0.3

0.25

RSKY
0.2 2 2.5 3 3.5 4 4.5 5 5.5 x 10
-3

RMS Suspension Travel [m]

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Slide 55

Effectiveness of fully active suspensions

H acc (s ) = & &S (s ) z z R (s )

H susp travel (s ) =

z S (s ) - zUS (s ) z R (s )

H tire defl (s ) =

zUS (s ) - z R (s ) z R (s )

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Slide 56

Passive vs Active suspension

Simulation on comfort road ( road profile is not shown on the movie)

n Velocity: 80 km/h n Weight: 2058 kg

Passive Suspension

Active Suspension

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Slide 57

Passive vs Active suspension

Simulation on comfort road ( road profile is not shown on the movie)

n Velocity: 80 km/h n Weight: 2058 kg

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Slide 58

Active Suspension systems - Bose

A linear electromagnetic motor is installed at each wheel of a Bose equipped vehicle. The control algorithms operate by observing sensor measurements taken from around the car and sending commands to the motors.

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Slide 59

Tools and steps for vehicle dynamics control development

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Slide 60

The Intelligent Product development workflow

Physical models connected to design data Model in the Loop Control development
Control Logic Modeling

Embedded Software Code Real Time Models Real Time Requirement Control Code Libraries

Software in the Loop Controller Testing & Calibration In Virtual Product Environment Hardware in the Loop
Emulated ECU Rapid Prototyping ECU Hardware

Vehicle Integration Controller Testing & Calibration in Physical Vehicle Environment

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Slide 61

Development of LMS ABS/ESP test-rig Full system simulation & testing

1
FULL SYSTEM SIMULATION

VIRTUAL VEHICLE

ABS/ESP model Driver model Vehicle model

-Software - hardware - modulator

Brake system
-Mechanical - hydraulic
1 2

FULL SYSTEM TESTING

Human interface

Physical vehicle

ABS/ESP physical unit

Physical brake unit

PHYSICAL VEHICLE

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Slide 62

Development of LMS ABS/ESP test-rig Hybrid verification & validation

3 ABS/ESP model Driver model Vehicle model

-Software - hardware - modulator

Brake system
-Mechanical - hydraulic

Human interface

Physical vehicle

ABS/ESP physical unit

Physical brake unit

Easily switch between hardware components and virtual components for vehicle synthesis Automated objective & inter-active subjective testing of performance of integrated controls

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Slide 63

ABS/ESP test bench

ABS/ESP control unit and brake system:
Brake fluid tank Additional Vacuum pump Vacuum booster ABS/ESP control unit Master cylinder Brake caliper with the pressure sensor

Brake disc

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Slide 64

The role of chassis control systems on vehicle safety

Chassis Control Systems act on brakes (ABS, ESP), traction (AWD, robotized gearbox), steering (EPS,AWS) and suspensions (ARC) to increase vehicle safety. Several of the above active systems are widely applied, while others are becoming more popular. Thermal effects, vehicle life, tires wear, pavement status modify the diagram, so potentially reducing the performance forecasted by a chassis control system tailored for the vehicle nominal characteristics.

RTD Real Time Damping ARC Active Roll Control TCS Traction Control System ATC Active Traction Control AWD All Wheel Drive

VDC ABS EHB AWS

Vehicle Dynamics Control Active Brakes Control Electro-Hydraulic Braking All Wheel Steering

Any public or commercial use requires the agreement of the author.

Slide 65

Thank you!

Marco Gubitosa Sr. Research Engineer - Simulation Division LMS

Marie Curie Graduate School on Vehicle Mechatronics & Dynamics Feb. 5-8, 2013, Leuven, BELGIUM
Any public or commercial use requires the agreement of the author.