Cover
Title Page
Preface
1 Basic Knowledge of Vehicle System Dynamics
1. 1.1 Traditional Methods of Formulating Vehicle Dynamics Equations
2. 1.2 Dynamics of Rigid Multibody Systems
3. 1.3 Flexible Multibody Dynamics
4. References
2 Tyre Dynamics
1. 2.1 Tyre Models
2. 2.2 Tyre Longitudinal Mechanical Properties
3. 2.3 Vertical Mechanical Properties of Tyres
4. 2.4 Lateral Mechanical Properties of Tyres
5. 2.5 Mechanical Properties of Tyres in Combined Conditions
6. References
3 Longitudinal Vehicle Dynamics and Control
1. 3.1 Longitudinal Vehicle Dynamics Equations
2. 3.2 Driving Resistance
3. 3.3 Anti-lock Braking System
4. 3.4 Traction Control System
5. 3.5 Vehicle Stability Control
6. Appendix
7. References
4 Vertical Vehicle Dynamics and Control
1. 4.1 Vertical Dynamics Models
2. 4.2 Input Models of the Road’s Surface
3. 4.3 Design of a Semi-active Suspension System
4. 4.4 Time-lag Problem and its Control of a Semi-active Suspension
5. 4.5 Design of an Active Suspension System
6. 4.6 Order-reduction Study of an Active Suspension Controller
7. References
5 Lateral Vehicle Dynamics and Control
1. 5.1 General Equations of Lateral Vehicle Dynamics
2. 5.2 Handling and Stability Analysis
3. 5.3 Handling Stability Evaluations
4. 5.4 Four-wheel Steering System and Control
5. 5.5 Electric Power Steering System and Control Strategy
6. 5.6 Automatic Lane Keeping System
7. References
6 System Coupling Mechanism and Vehicle Dynamic Model
1. 6.1 Overview of Vehicle Dynamic Model
2. 6.2 Analysis of the Chassis Coupling Mechanisms
3. 6.3 Dynamic Model of the Nonlinear Coupling for the Integrated Controls of a Vehicle
4. 6.4 Simulation Analysis
5. References
7 Integrated Vehicle Dynamics Control
1. 7.1 Principles of Integrated Vehicle Dynamics Control
2. 7.2 Integrated Control of Vehicle Stability Control Systems (VSC)
3. 7.3 Integrated Control of Active Suspension System (ASS) and Vehicle Stability Control System (VSC) using Decoupling Control Method
4. 7.4 Integrated Control of an Active Suspension System (ASS) and Electric Power Steering System (EPS) using Control Method
5. 7.5 Integrated Control of Active Suspension System (ASS) and Electric Power Steering System (EPS) using the Predictive Control Method
6. 7.6 Integrated Control of the Active Suspension System (ASS) and Electric Power Steering System (EPS) using a Self-adaptive Control Method
7. 7.7 Integrated Control of an Active Suspension System (ASS) and Electric Power Steering System (EPS) using a Centralized Control Method
8. 7.8 Integrated Control of the Electric Power Steering System (EPS) and Vehicle Stability Control (VSC) System
9. 7.9 Centralized Control of Integrated Chassis Control Systems using the Artificial Neural Networks (ANN) Inverse System Method
10. References
8 Integrated Vehicle Dynamics Control
1. 8.1 Multilayer Coordinating Control of Active Suspension System (ASS) and Active Front Steering (AFS)
2. 8.2 Multilayer Coordinating Control of Active Suspension System (ASS) and Electric Power Steering System (EPS)
3. 8.3 Multilayer Coordinating Control of an Active Suspension System (ASS) and Anti-lock Brake System (ABS)
4. 8.4 Multilayer Coordinating Control of the Electric Power Steering System (EPS) and Anti-lock Brake System (ABS)
5. 8.5 Multi-layer Coordinating Control of the Active Suspension System (ASS) and Vehicle Stability Control (VSC) System
6. 8.6 Multilayer Coordinating Control of an Active Four-wheel Steering System (4WS) and Direct Yaw Moment Control System (DYC)
7. 8.7 Multilayer Coordinating Control of Integrated Chassis Control Systems
8. 8.8 Multilayer Coordinating Control of Integrated Chassis Control Systems using Game Theory and Function Distribution Methods
9. References
9 Perspectives
1. 9.1 Models of Full Vehicle Dynamics
2. 9.2 Multi-sensor Information Fusion
3. 9.3 Fault-tolerant Control
4. 9.4 Active and Passive Safety Integrated Control Based on the Function Allocation Method
5. 9.5 Design of System Integration for a Vehicle
6. 9.6 Assumption about the Vehicle of the Future
7. References
Index
End User License Agreement

List of Tables

Chapter 02
1. Table 2.1 The rolling resistance coefficient of a vehicle at low speed on a given road.
Chapter 03
1. Table 3.1 Partial simulation results (rms).
2. Table 3.2 The choice of the braked wheel.
Chapter 04
1. Table 4.1 Standard of road’s surface irregularities grade.
2. Table 4.2 Some physical parameters of the suspension system.
3. Table 4.3 Comparison of the simulation results (RMS).
4. Table 4.4 The time-lag of the MR damper with transient current.
5. Table 4.5 Simulation parameters.
6. Table 4.6 Simulation results of a bump road input.
7. Table 4.7 RMS values of vehicle response by controller I.
8. Table 4.8 RMS values of the vehicle response by controller II.
9. Table 4.9 RMS values comparison between simulation and experiment results.
10. Table 4.10 Comparison of the OHNR results of a 20 order controller.
11. Table 4.11 Comparison of the effect of different reduced-order methods.
12. Table 4.12 Some vehicle physical parameters.
Chapter 05
1. Table 5.1 Subjective evaluations of handling stability.
2. Table 5.2 Main structural parameters of the vehicle.
3. Table 5.3 Some system parameters.
4. Table 5.4 Distance deviation (straight lane).
5. Table 5.5 Distance deviation (curved lane).
6. Table 5.6 Percentage of deviation mean with speed increasing (%)
Chapter 06
1. Table 6.1 The vehicle model parameters.
Chapter 07
1. Table 7.1 Comparison of the simulation results.
2. Table 7.2 Estimation results for high and low adhesion coefficients.
3. Table 7.3 Fuzzy rule bases for yaw rate.
4. Table 7.4 Fuzzy rule bases for the sideslip angle.
5. Table 7.5 Vehicle physical parameters.
6. Table 7.6 Responses for handling stability.
7. Table 7.7 Steering torque.
8. Table 7.8 Response for ride comfort.
9. Table 7.9 Comparison of the peak value of responses.
10. Table 7.10 Comparison of settling time responses.
11. Table 7.11 Simulation results.
12. Table 7.12 Comparison of the peak value of the single line change simulation results.
13. Table 7.13 Comparison of step steering simulation result peak values.
Chapter 08
1. Table 8.1 Comparison of the R.M.S. values of the responses of the multilayer coordinating control and decentralized control.
2. Table 8.2 Fuzzy rule bases for VSC control.
3. Table 8.3 Comparison of the peak value of responses.
4. Table 8.4 Adjustment chart of the weighting parameters of the PID controller when pitching.
5. Table 8.5 Adjustment chart of the weighting parameters of the PID controller when rolling.
6. Table 8.6 Rule bases of fuzzy self-tuning of the ASS outputs.

List of Illustrations

Chapter 01
1. Figure 1.1 Structure of EPS system.
2. Figure 1.2 Plane coordinate system of steering.
Chapter 02
1. Figure 2.1 Tyre coordinate system with forces and moments on the tyre.
2. Figure 2.2 Wheel system equivalent model.
3. Figure 2.3 Tyre 9.00-2.0 radial deformation curve (tyre hysteresis loss).
4. Figure 2.4 The wading area of tyres on wet pavement.
5. Figure 2.5 Influence of the tyre pressure on the rolling resistance coefficient.
6. Figure 2.6 The impact of speed on the rolling resistance coefficient.
7. Figure 2.7 Structure and characteristics of the tyre test rig.
8. Figure 2.8 Point-contact linear spring–viscous damping model.
9. Figure 2.9 Diagram of the tyre loads and deformation.
10. Figure 2.10 Diagram of the static stiffness and tyre inflation pressure.
11. Figure 2.11 The influence of car speed on the rolling dynamic stiffness of a tyre.
12. Figure 2.12 The tyre lateral force characteristics of a car. (a) The relationship between tyre lateral force and slip angle. (b) The relationship between tyre lateral force and vertical load. (c) The relationship between tyre lateral force and camber angle.
13. Figure 2.13 The tyre aligning torque characteristics of a car. (a) The relationship of aligning moment and sideslip angle. (b) The relationship of aligning moment and vertical load. (c) The relationship between aligning moment and camber angle.
14. Figure 2.14 Distribution of the tyre longitudinal force and lateral force with combined conditions (friction ellipse).
Chapter 03
1. Figure 3.1 Forces of the uphill accelerating conditions.
2. Figure 3.2 Adhesion coefficients and slip ratio curves.
3. Figure 3.3 ABS system structure diagram.
4. Figure 3.4 Diagonal dual-circuit brake system. (1) brake pedal; (2) vacuum booster; (3) tandem master cylinder; (4, 5) brake pipe lines; (6) disc brakes; (7) drum brakes.
5. Figure 3.5 Longitudinal motion of a vehicle and rotary motion model of a wheel. (a) Longitudinal motion of a vehicle; (b) Rotary motion.
6. Figure 3.6 ABS control system’s process on a high adhesion surface.
7. Figure 3.7 The ABS logic threshold control flow.
8. Figure 3.8 Comparison of the longitudinal acceleration.
9. Figure 3.9 Comparison of the braking distance.
10. Figure 3.10 Comparison of the front wheels slip ratio.
11. Figure 3.11 Comparison of the rear wheel slip ratio.
12. Figure 3.12 Comparison of the front wheel speed.
13. Figure 3.13 Comparison of the rear wheel speed.
14. Figure 3.14 Slip ratio and adhesion coefficient curve.
15. Figure 3.15 Structure of a TCS. 1. Front wheel speed sensor. 2. Front wheel brake. 3. Hydraulic components. 4. Brake pedal. 5. Rear wheel speed sensor. 6. Rear wheel brakes. 7. Sub-throttle actuator. 8. Throttle pedal. 9. Transmission. 10. ABS brake adjuster. 11. TCS brake adjuster. 12. Sub-throttle position sensor. 13. Main throttle position sensor. 14. Engine. 15. ECU. 16. Warning light. 17. Cut-off switch. 18. Working light.
16. Figure 3.16 Block diagram of the PID controller of TCS. S₀ Target slip ratio; S Actual slip rate; e Error; ec Error rate of change; Δθ Throttle opening degree increments; ΔT_b Braking torque increment.
17. Figure 3.17 Slip ratio curve.
18. Figure 3.18 Vehicle speed and wheel speed curves.
19. Figure 3.19 VSC system control principle.
20. Figure 3.20 VSC system components.
21. Figure 3.21 Internal structure of a VSC system.
22. Figure 3.22 Throttle angle sensor and steering angle sensor. (a) The throttle angle sensor, (b) The steering wheel angle sensor.
23. Figure 3.23 Vehicle gyroscope.
24. Figure 3.24 The hydraulic brake pipeline layout in a vehicle with VSC. 1 Brake caliper. 2 Brake valve. 3 Entry for solenoid valve. 4 Exhaust gas solenoid valve. 5 Brake pedal. 6 Brake booster. 7 Brake master cylinder. 8 Accumulator. 9 Jet pump. 10 Buffer. 11 Transform solenoid valve. 12 Master solenoid valve.
25. Figure 3.25 Front wheel lateral force curve.
26. Figure 3.26 The impact of the sideslip angle with an adhesion coefficient of 0.8, at 20 m/s.
27. Figure 3.27 The impact of the sideslip angle with an adhesion coefficient of 0.2, at 20 m/s.
28. Figure 3.28 The hierarchical control system in VSC systems.
29. Figure 3.29 Two degrees of freedom linear vehicle model.
30. Figure 3.30 The seven degrees of freedom nonlinear dynamic model.
31. Figure 3.31 The relationship between the ideal yaw rate and vehicle speed.
32. Figure 3.32 Logical diagram of the upper controller.
33. Figure 3.33 Yaw moment caused by braking on different wheels.
34. Figure 3.34 Front wheel steering angle.
35. Figure 3.35 Yaw rate.
36. Figure 3.36 Sideslip angle.
37. Figure 3.37 The phase diagram of the sideslip angle and sideslip angular velocity.
38. Figure 3.38 Yaw rate.
39. Figure 3.39 Sideslip angle.
40. Figure 3.40 The phase diagram of the sideslip angle and sideslip angular velocity.
Chapter 04
1. Figure 4.1 4-DOF half-vehicle model.
2. Figure 4.2 The half-vehicle model with a semi-active suspension.
3. Figure 4.3 The quarter-vehicle model with a semi-active suspension, where m₁ is the unsprung mass; m₂ is the sprung mass; k_t is the tyre stiffness coefficient; k_s is the spring stiffness coefficient; c_s is the damping coefficient; U is the controllable force; x₂ is the sprung mass travel; x₁ is the non-sprung mass travel; and x₀ is the road excitation input.
4. Figure 4.4 The integrated design of the controlled target and the control system.
5. Figure 4.5 The basic process of integrated design.
6. Figure 4.6 Stochastic exciting signals of road speed.
7. Figure 4.7 Convergence curves of the evaluation index J.
8. Figure 4.8 Simulation results. (a) Vertical acceleration of the sprung mass. (b) Tyre dynamic load. (c) Suspension dynamic travel. (d) Controlled damper force.
9. Figure 4.9 Frequency response of the sprung mass’ vertical acceleration.
10. Figure 4.10 Closed loop system with time-lag.
11. Figure 4.11 MR damper and the test rig. (a) Self-developed MR damper. (b) Test rig for an MR damper.
12. Figure 4.12 Response time of MR damper under different transient current conditions.
13. Figure 4.13 Body vertical acceleration.
14. Figure 4.14 Suspension dynamic deflection.
15. Figure 4.15 Tyre dynamic displacement.
16. Figure 4.16 Body vertical acceleration.
17. Figure 4.17 Suspension dynamic deflection.
18. Figure 4.18 Amplitude-frequency characteristics of the body acceleration.
19. Figure 4.19 Experimental setup.
20. Figure 4.20 Experimental results of a bump road input. (a) Body acceleration. (b) Tyre dynamic load.
21. Figure 4.21 Half-vehicle model of an active suspension.
22. Figure 4.22 Diagram of controlled target.
23. Figure 4.23 Control block diagram of the generalized controlled target.
24. Figure 4.24 Simplified block diagram of the control system.
25. Figure 4.25 Vertical acceleration responses.
26. Figure 4.26 Pitching angular acceleration responses.
27. Figure 4.27 Responses of the front suspension dynamic deflection.
28. Figure 4.28 Responses of the rear suspension dynamic deflection.
29. Figure 4.29 Vertical acceleration responses of the center of mass.
30. Figure 4.30 Pitching angular acceleration response of the center of mass.
31. Figure 4.31 Amplitude-frequency characteristics of the transfer function of the vertical acceleration from the front tyre-road to the center of mass.
32. Figure 4.32 Amplitude-frequency characteristics of the transfer function of the pitching angular acceleration from the front tyre-road to the center of mass.
33. Figure 4.33 Amplitude-frequency characteristics of the transfer function of the front suspension deflection from the front tyre-road input.
34. Figure 4.34 Amplitude-frequency characteristics of the transfer function of the rear suspension deflection from the rear tyre-road input.
35. Figure 4.35 Front tyre dynamic load.
36. Figure 4.36 Rear tyre dynamic load.
37. Figure 4.37 Diagram of a 7-DOF full vehicle model.
38. Figure 4.38 H_∞ output feedback.
39. Figure 4.39 H_∞ weighted control.
40. Figure 4.40 Amplitude-frequency characteristics of the vertical acceleration by using different controllers.
41. Figure 4.41 Comparison of the reduced-order effect based on the MT method.
42. Figure 4.42 Comparison of the reduced-order effect based on the BT method.
43. Figure 4.43 Comparison of MSV of E₈.
44. Figure 4.44 Comparison of the reduction effect of the BT and OHNR methods.
45. Figure 4.45 Amplitude-frequency characteristics of the left front tyre-road travel x_0A to body accelerations , , . (a) Amplitude-frequency characteristics of ~ x_0A (b) Amplitude-frequency characteristic of ~ x_0A. (c) Amplitude-frequency characteristics of ~ x_0A.
46. Figure 4.46 Amplitude-frequency characteristics of the left front tyre-road travel x_0A to the suspension dynamic deflection. (a) Amplitude-frequency characteristics of () ~ x_0A. (b) Amplitude-frequency characteristics of . (c) Amplitude-frequency characteristics of () ~ x_0A. (d) Amplitude-frequency characteristics of () ~ x_0A.
47. Figure 4.47 Time domain responses of the left front suspension dynamic deflection when 4 tyres getting pulse excitation with amplitude 1cm and width 0.1s.
48. Figure 4.48 Amplitude-frequency characteristics of the left front tyre-road excitation to actuator force. (a) Amplitude-frequency characteristics of . (b) Amplitude-frequency characteristics of . (c) Amplitude-frequency characteristics of . (d) Amplitude-frequency characteristics of .
Chapter 05
1. Figure 5.1 Two degrees of freedom vehicle model.
2. Figure 5.2 Vehicle steady yaw rate gain curves.
3. Figure 5.3 Yaw rate response time history.
4. Figure 5.4 The neural network control system of a four-wheel steering vehicle.
5. Figure 5.5 The topology of the neural network system of a four-wheel steering system.
6. Figure 5.6 The four-wheel steering hybrid control system.
7. Figure 5.7 Vehicle virtual prototype model.
8. Figure 5.8 Simulation results. (a) Steering-wheel angle input. (b) The yaw rate response. (c) The sideslip angle response. (d) The rear wheel angle response. (e) The lateral displacement response.
9. Figure 5.9 EPS dynamics model.
10. Figure 5.10 Vehicle model.
11. Figure 5.11 Tyre and ground forces.
12. Figure 5.12 The characteristics of tyre lateral force and self-aligning torque.
13. Figure 5.13 The tyre self-aligning torque under different adhesive road conditions.
14. Figure 5.14 The internal friction torque of the steering system.
15. Figure 5.15 The estimation results of the self-aligning torque.
16. Figure 5.16 The estimation algorithm of the road adhesive coefficient.
17. Figure 5.17 EPS control strategy.
18. Figure 5.18 The simulation results of the steering torque. (a) Steering torque (μ = 0.5). (b) Steering torque (μ = 0.3).
19. Figure 5.19 The simulation results of the aligning performance. (a) Aligning performance (μ = 0.5). (b) Aligning performance (μ = 0.3).
20. Figure 5.20 Experimental configuration of the developed EPS hardware-in-loop system.
21. Figure 5.21 Experimental results. (a) Steering torque (μ = 0.3). (b) Aligning performance (μ = 0.3).
22. Figure 5.22 The architecture of the control system.
23. Figure 5.23 Coordinate system conversion of the vehicle.
24. Figure 5.24 Simulation results. (a) Comparison of tracking trajectory. (b) Comparison of local enlarged trajectory. (c) Comparison of yaw rate, direction deviation, and distance deviation.
25. Figure 5.25 Comparison of fuzzy edge detection. (a) Sobel operator. (b) Prewitt operator. (c) Canny operator. (d) Edge detection.
26. Figure 5.26 Detection results on different roads. (a) Character interference. (b) Sign interference. (c) Heavy rain. (d) Road of large curvature.
27. Figure 5.27 Schematic layouts of the experimental system.
28. Figure 5.28 Test platform of the driver lateral assistance system based on vision.
29. Figure 5.29 Test results of curved lane keeping. (a) Position deviation feedback control. (b) Desired yaw rate control.
Chapter 06
1. Figure 6.1 Coupling effects of typical chassis subsystems.
2. Figure 6.2 Simplified full vehicle system.
3. Figure 6.3 Relationship between the vehicle centroid and sprung mass centroid.
4. Figure 6.4 The simulation models of a nonlinear coupled dynamic system.
5. Figure 6.5 Vertical load of the tyres during braking.
6. Figure 6.6 Pitch angle of the vehicle body.
7. Figure 6.7 Vertical acceleration of the vehicle centroid.
8. Figure 6.8 Brake distance curves.
9. Figure 6.9 Vertical loads of the tyres during steering.
10. Figure 6.10 Roll angles during steering.
11. Figure 6.11 Lateral acceleration of the vehicle centroid during steering.
12. Figure 6.12 The curve of the steering wheel angle.
13. Figure 6.13 Yaw rate curves (adhesion coefficient is 0.9).
14. Figure 6.14 Sideslip angle phase diagram (adhesion coefficient is 0.9).
15. Figure 6.15 Yaw rate (adhesion coefficient is 0.5).
16. Figure 6.16 Sideslip angle phase diagram (adhesion coefficient is 0.5).
Chapter 07
1. Figure 7.1 Principle of an integrated vehicle control system.
2. Figure 7.2 Decentralized (or Parallel) architecture.
3. Figure 7.3 Centralized architecture.
4. Figure 7.4 Multilayer control architecture.
5. Figure 7.5 Simulation results for the relationship between the sideslip angle and sideslip angular velocity.
6. Figure 7.6 Stability region in the phase plane of the sideslip motion.
7. Figure 7.7 Block diagram of the proposed sideslip angle controller.
8. Figure 7.8 Response of the sideslip angle.
9. Figure 7.9 Phase plane of the sideslip motion.
10. Figure 7.10 Response of the sideslip angle.
11. Figure 7.11 Phase plane of the sideslip motion.
12. Figure 7.12 Definition of the reference region and control region.
13. Figure 7.13 Definition of the two boundaries for designing the sideslip angle controller.
14. Figure 7.14 Relationship between the steady state gain of the yaw rate and the steering angle of the front wheel.
15. Figure 7.15 Steering angle of the front wheel.
16. Figure 7.16 Relationships between r and δ_f. for the cases of understeer and neutral steer.
17. Figure 7.17 Weighting parameter for the yaw rate.
18. Figure 7.18 Yaw rate.
19. Figure 7.19 Sideslip angle.
20. Figure 7.20 Phase plane of the sideslip motion.
21. Figure 7.21 Yaw rate.
22. Figure 7.22 Sideslip angle.
23. Figure 7.23 Phase plane of the sideslip motion.
24. Figure 7.24 Sideslip angle for different road adhesion coefficient.
25. Figure 7.25 Yaw rate.
26. Figure 7.26 Effects of vertical load on the wheel sideslip characteristics.
27. Figure 7.27 Block diagram of the road estimation method.
28. Figure 7.28 Three-layer BP neural network structure.
29. Figure 7.29 Steering angle of the front wheel under the maneuver of step steering.
30. Figure 7.30 Yaw rate under the maneuver of step steering.
31. Figure 7.31 Steering angle of the front wheel under the maneuver of double lane change.
32. Figure 7.32 Yaw rate under the maneuver of double lane change.
33. Figure 7.33 Simulation model in Simulink.
34. Figure 7.34 Estimation of a high road adhesion coefficient of 0.9.
35. Figure 7.35 Estimation of a low road adhesion coefficient of 0.4.
36. Figure 7.36 7-DOF Vehicle dynamic model. (a) Longitudinal and lateral motion. (b) Pitch motion.
37. Figure 7.37 Block diagram of the integrated control system.
38. Figure 7.38 Block diagram of the fuzzy control system for the VSC.
39. Figure 7.39 Comparison of the responses for the maneuver of step steering input. (a) Vertical acceleration. (b) Roll angle. (c) Suspension deflection. (d) Yaw rate. (e) Sideslip angle.
40. Figure 7.40 Comparison of responses for the single lane change maneuver. (a) Yaw rate. (b) Sideslip angle. (c) Roll angle.
41. Figure 7.41 Comparison of responses for the double lane change maneuver. (a) Yaw rate. (b) Sideslip angle. (c) Vertical acceleration. (d) Lateral acceleration.
42. Figure 7.42 Experimental configuration of the developed integrated control system.
43. Figure 7.43 Comparison of responses for the double lane change maneuver. (a) Front steering angle. (b) Yaw rate. (c) Sideslip angle. (d) Roll angle.
44. Figure 7.44 Comparison of responses for the step steering input maneuver. (a) Front steering angle. (b) Yaw rate. (c) Sideslip angle. (d) Roll angle.
45. Figure 7.45 Block diagram of the integrated control system of EPS and ASS.
46. Figure 7.46 Expected vehicle trajectory input.
47. Figure 7.47 Comparisons of the responses for the three control systems. (a) Sideslip angle. (b) Yaw rate. (c) Steering torque. (d) PSD of vehicle vertical acceleration. (e) Vehicle vertical acceleration. (f) Suspension deflection. (g) Roll angle. (h) Pitch angle.
48. Figure 7.48 Block diagram of the predictive control system.
49. Figure 7.49 Comparisons of the responses for the three systems. (a) Yaw rate. (b) Pitch angular acceleration. (c) Lateral acceleration. (d) Vertical acceleration. (e) Dynamic deflection of the front suspension (left and right).
50. Figure 7.50 Influence of the predictive width and control width. (a) Predictive width variation. (b) Control width variation.
51. Figure 7.51 Block diagram of the self-adaptive control system for the integrated EPS and ASS control.
52. Figure 7.52 Block diagram of the centralized PD control system.
53. Figure 7.53 Vertical acceleration of the sprung mass (Front-right suspension).
54. Figure 7.54 Dynamic deflection.
55. Figure 7.55 Sideslip angle of the sprung mass.
56. Figure 7.56 Sideslip angle of the vehicle.
57. Figure 7.57 Yaw rate.
58. Figure 7.58 Vertical acceleration of the sprung mass.
59. Figure 7.59 Dynamic deflection.
60. Figure 7.60 Block diagram of the integrated control system.
61. Figure 7.61 Relationship between self-aligning torque and sideslip angle.
62. Figure 7.62 Control system chart of the self-aligning torque.
63. Figure 7.63 Comparison of responses for the maneuver of a single lane change. (a) Single lane change steering input to the front wheel. (b) Yaw rate. (c) Sideslip angle.
64. Figure 7.64 Comparison of responses for the maneuver of a step steering input. (a) Step steering input to the front wheel. (b) Yaw rate. (c) Sideslip angle.
65. Figure 7.65 Vehicle dynamic model.
66. Figure 7.66 Structure of the pseudo-linear system.
67. Figure 7.67 Structure of the BP neural network inverse system.
68. Figure 7.68 Stimulating input signals of neural network inverse system.
69. Figure 7.69 Block diagram of the centralized integrated control system.
70. Figure 7.70 Comparison of responses for the single lane change maneuver. (a) Yaw rate. (b) Sideslip angle. (c) Roll angle.
71. Figure 7.71 Comparison of responses for the maneuver of step steering input. (a) Yaw rate. (b) Sideslip angle. (c) Roll angle.
Chapter 08
1. Figure 8.1 Structure of an active front steering system. (1) Steering valve (servo mechanism). (2) Electromagnetic locking unit. (3) Worm. (4) Servomotor. (5) Rack. (6) Pinion. (7) Planetary gear set.
2. Figure 8.2 Vehicle steering model.
3. Figure 8.3 Block diagram of an active suspension control system.
4. Figure 8.4 Block diagram of a multilayer control system for the ASS and AFS.
5. Figure 8.5 Simulation results. (a) Vertical acceleration. (b) Roll angular acceleration. (c) Roll angle. (d) Pitch angular acceleration. (e) Pitch angle. (f) Yaw rate.
6. Figure 8.6 Vehicle rigid multibody model. (1) Vehicle body. (2–5) Wheel member. (6) Steering column. (7) Tie rod.
7. Figure 8.7 Flow chart for solving the dynamic equations of motion.
8. Figure 8.8 Block diagram of the multi-layer coordinating control system.
9. Figure 8.9 Simulation results. (a) Vehicle vertical acceleration. (b) Pitch angular acceleration. (c) Roll angular acceleration. (d) Yaw rate.
10. Figure 8.10 Block diagram of the multilayer coordinating control system.
11. Figure 8.11 Half vehicle model.
12. Figure 8.12 Simulation results. (a) Vertical acceleration of the sprung mass. (b) Pitch angle. (c) Longitudinal deceleration. (d) Brake distance. (e) Slip of the front wheel. (f) Slip of the rear wheel.
13. Figure 8.13 Block diagram of the multilayer coordinating control system.
14. Figure 8.14 Relationships of the slip and the friction coefficients (on a road surface with high adhesion).
15. Figure 8.15 Block diagram of the PID controller.
16. Figure 8.16 Simulation results. (a) Yaw rate. (b) Driver’s steering torque. (c) Slip for the front wheel. (d) Slip for the rear wheel. (e) Brake distance.
17. Figure 8.17 Block diagram of the multilayer coordinating control system.
18. Figure 8.18 Block diagram of the adaptive fuzzy logic controller for the VSC.
19. Figure 8.19 Comparison of responses for the step steering input maneuver. (a) Sideslip angle. (b) Yaw rate. (c) Lateral acceleration. (d) Vertical acceleration.
20. Figure 8.20 Comparison of responses for the double lane change maneuver. (a) Sideslip angle. (b) Yaw rate. (c) Lateral acceleration. (d) Vertical acceleration.
21. Figure 8.21 Coordinating system control configuration of the DYC and 4WS.
22. Figure 8.22 Flowchart of the PID control algorithm.
23. Figure 8.23 Comparison of responses. (a) Yaw rate. (b) Sideslip angle. (c) Steering angle of the rear wheel. (d) Braking signal on each wheel. (e) Lateral displacement. (f) Traveling trajectory.
24. Figure 8.24 Architecture of the integrated chassis control system.
25. Figure 8.25 Block diagram of the multilayer coordinating control system.
26. Figure 8.26 Block diagram of the suspension PID control system.
27. Figure 8.27 Block diagram of the DYC system.
28. Figure 8.28 ABS control principle.
29. Figure 8.29 Comparison of responses for the four different driving conditions. (a) Vehicle vertical acceleration (normal driving). (b) Yaw rate (step steering). (c) Roll angular acceleration (step steering). (d) Braking distance comparison (emergency brakes). (e) Pitch angular acceleration (emergency brake). (f) Vertical acceleration (braking in turn). (g) Yaw rate (braking in turn). (h) Braking distance (braking in turn).
30. Figure 8.30 Configuration of the vehicle coordinating control test. (1) Upper layer controller. (2) Solenoid valve drive. (3) Suspension controller. (4) Test vehicle. (5) Steering wheel angle sensor. (6) Gyroscope. (7) Acceleration sensor. (8) Vehicle speed sensor. (9) Data acquisition. (10) PC. (11) Power source with constant current. (12) Magneto rheological damper.
31. Figure 8.31 Block diagram of the multilayer coordinating control system.
32. Figure 8.32 Flowchart of online fuzzy self-tuning.
33. Figure 8.33 Comparison of responses for the step steering input maneuver. (a) Yaw rate. (b) Roll angular acceleration.
34. Figure 8.34 Comparison of responses for the emergence brake maneuver. (a) Brake distance. (b) Pitch angular acceleration.
35. Figure 8.35 Comparison of responses for the braking in turn maneuver. (a) Vehicle vertical acceleration (b) Yaw rate. (c) Brake distance.
Chapter 09
1. Figure 9.1 Arrangement and structure of an active and passive integrated safety system.
2. Figure 9.2 The adaptive intelligent vehicle.

Preface

As “the machine that changed the world”, the vehicle has been developed for more than one hundred years. When examining the development history of vehicle technologies, people will find that the development of vehicle technologies had mainly relied on the improvement of mechanical structures and mechanisms during the incipient stage of vehicle. However, by taking advantage of the rapid development of energy, microelectronic, computer, and communication technologies in recent years, it is believed that the vehicle is now experiencing a significant transformation to have attributes of being electric, intelligent, and networked.

Vehicle dynamics studies the basic theory of the motions of various vehicle systems and the performance of the system integration of the vehicle. The design of the dynamic performance of the modern vehicle must meet the multiple requirements of ride comfort, handling stability, safety, and environment-friendliness. These requirements present great challenges to automotive researchers and engineers since the vehicle itself is a complex system consisting of up to several thousands of parts, and often driven under various unpredictable working conditions. Moreover, the traditional vehicle design has focused on improving primarily the mechanical parts and systems through finding a compromised solution amongst the conflicting performance requirements. Thus it is difficult to optimize simultaneously all the performance requirements of the vehicle. To overcome these difficulties, the electronics technology and control theory have been applied to improving the dynamic performance of vehicle systems, especially the vehicle chassis subsystems. As a result, the research topic on vehicle dynamics and control has attracted great attention in recent years. A number of chassis control subsystems have been developed, for example the active suspension, ABS (antilock brake system), and EPS (electrical power steering system), etc.

The dynamic chassis subsystems including tyres, brakes, steering, and suspension, etc., fulfill complex and specific motions, and transmit and exchange energy and information by means of dynamic coupling, and hence realize the basic functions of the vehicle chassis. The fundamental study of the chassis system dynamics focuses on the development of the nonlinear tyre model and nonlinear coupling dynamic model of the full vehicle that describe the combined effects of the longitudinal, lateral, and vertical motions of the tyre and vehicle through analyzing the tyre–road interactions and the coupling mechanisms amongst the brake, steering, and suspension subsystems under different driving conditions.

To date, there are quite a few textbooks and monographs addressing vehicle system dynamics and control. However, most of them explore mainly the stand-alone control of the individual chassis subsystem to improve solely the performance of the subsystem, i.e. brake control, steering control, suspension control, etc. In addition, there have been numerous achievements in the theoretical research and engineering applications on the multi-objective, multivariate integrated control of multiple vehicle subsystems over the past two decades. It is also demonstrated by a large volume of research articles in this field, covering the modeling of full vehicle dynamics, the architecture of integrated control system, the integrated control strategies, and the decoupling control methods for the integrated system. However, there are few monographs investigating the dynamic model and simulation, design, and experimental verification of the vehicle integrated control systems.

This book provides an extensive discussion on the integrated vehicle dynamics control, exploring the fundamentals and emerging developments in the field of automotive engineering. It was supported by the following research projects: the general programs of the National Natural Science Foundation of China (NSFC), including “Research on integrated control of vehicle electrical power steering (EPS) and active suspension system” (No. 50275045), “Research on methods and key technologies of integrated control of vehicle chassis based on generalized integration” (No. 50575064), “Research on methods and key technologies of integrated control of vehicle chassis integration” (No. 51075112), “A study on control methods of human-machine sharing and key technology for vehicle lateral movement” (No. 51375131), and “Research on integrated control and key technologies of ESP and EPS based on security border control” (No. 51175135). It was also supported by the project of International Cooperation and Exchanges NSFC “Research on methods and key technologies of active integrated control of vehicle chassis system” (No. 50411130486, 50511130365, 50611130371).

The topics presented in this book have been organized in 9 chapters, covering the background of vehicle system dynamics modeling, tyre dynamics, longitudinal vehicle dynamics and control, vertical vehicle dynamics and control, lateral vehicle dynamics and control, analysis of system coupling mechanism, model of full vehicle dynamics, centralized integration control, and multi-layer coordinating control. The major contents of the book are based on the research practice of the authors over the last ten years. Chapters 1, 2 and 3 are written by Professor Qidong Wang, Anhui University of Science and Technology; Chapter 4, Sections 7.1, 7.3, 7.4, 7.5, 7.6, 7.9, Sections 8.1, 8.2, 8.3, 8.7, 8.8, 8.9, and Chapter 9 are written by Professor Wuwei Chen, Hefei University of Technology; Chapter 5 is written by Dr. Linfeng Zhao, associate professor with Hefei University of Technology; Chapter 6 is written by Dr. Maofei Zhu, associate professor with Hefei Institutes of Physical Science, Chinese Academy of Sciences; Sections 7.2, 7.7, 7.8 and Sections 8.4, 8.5, 8.6 are written by Dr. Hansong Xiao, Hanergy Product Development Group. This book is finally compiled and edited by Professor Wuwei Chen.

This book cites a number of research articles published in domestic and international journals, and the scientific publications, all of which enrich the contents of this book. We would like to express gratitude to all the authors of the related references.

Wuwei Chen
Hansong Xiao
Qidong Wang
Linfeng Zhao
Maofei Zhu

January 2016, Hefei