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Tire characteristics using the magic formula (MF) model: (a) the longitudinal force responding to longitudinal slip ratio and (b) the lateral force responding to tire slip angle.
Source publication
Roll and lateral dynamics of a vehicle are heavily coupled together, the increase of roll stability does not necessarily result in the improvement of stability in the lateral plane, but the decrease in lateral stability possibly contributes to instability in the roll plane. To address this challenge, a comprehensive tune of coupled roll and lateral...
Context in source publication
Context 1
... the nonlinear MF tire model above and the corresponding factors in equation (7) gained from the test by original equipment manufacturer (OEM), we can come up with the nonlinear characteristics of the forces and moments related. The longitudinal force and lateral force are varied as the slip ratio and slip angle respectively under different load conditions, which are shown in Figure 3. ...
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Citations
... Multiaxis emergency rescue vehicle has dangerous driving conditions, high body and heavy load, and the coupling of its chassis subsystems is extremely complicated. [1][2][3] Numerous scholars have conducted extensive independent control studies on active suspension systems and steering systems, [4][5][6] but the comprehensive performance of the system is not a simple superposition of the 1 control results of the two subsystems. [7][8][9] The collaborative control of active suspension and steering system coupling can coordinate the advantages and functions of each subsystem, thereby further improving the comprehensive driving performance of the vehicle. ...
The multi-axle emergency rescue vehicle has dangerous driving conditions, high body height, and large weight, and the coupling of each subsystem of the chassis is more complicated. In order to solve the coordination problem between the vehicle suspension system and the steering system, the vehicle can drive more smoothly on uneven road surfaces and improve the riding comfort of passengers. A sliding mode dual robust coupled collaborative control strategy is proposed to address the impact of the multi-axis steering system and active suspension system on driving smoothness and handling stability of emergency rescue vehicles. The active suspension system and multi-axle steering system are synergistically controlled. Firstly, an active suspension sliding mode variable structure controller is designed to improve vehicle ride comfort. Secondly, A new dual robust controller is proposed to realize the handling stability of the vehicle’s all-wheel steering system. Thirdly, the coupling cooperative controller of the active suspension system and all-wheel steering system is designed and simulated under different working conditions. The experimental results show that the root-mean-square values of body roll angle, body roll angle acceleration, and yaw angle acceleration with cooperative control are reduced by 26.58%, 30.54%, and 21.92% respectively; moreover, the lateral acceleration and vertical acceleration of the vehicle body are effectively reduced. The use of cooperative control effectively improves the ride comfort and handling stability of the vehicle.
... 26,27 The passive roll-resistant hydraulic interconnected suspension (PRR-HIS) and passive pitch-resistant hydraulic interconnected suspensions (PPR-HIS) alter the suspension heights and forces until the suspension velocity reaches zero. [28][29][30] Also, the controlled suspensions of standalone and interconnected systems can be able to add and discharge energy in order to obtain variable force and height through their suspension mounts. 3,[31][32][33] Hence, a controlled suspension system plays a crucial role in the lateral trajectory control of the vehicle. ...
When a tyre blows out, the vehicle’s trajectory deviates from the intended path, resulting in an accident and death. Because of its larger contact patch, applying more steering force to the flat tyre will cause the tyre to separate from the wheel. Also, improper braking effort causes rollover related issues due to the sudden vehicle’s centre of gravity (C.G.) displacement and weight transfer towards the blow-out tyre. Therefore, this research attempts to return the C.G. to its initial position through the suspension control. The force supplied between the sprung and unsprung masses of the flat tyre through suspension actuator is estimated and controlled by the model predictive control (MPC) scheme with respect to its input signals. For the non-linear simulation, the four-wheel passenger car vehicle dynamic model and the combined empirical model for the tyre inflation pressure effect are used. And the equivalent plant model is identified through a simple system identification method for the MPC design. The passive and active based suspension of standalone, roll-resistant interconnected and pitch-resistant interconnected systems, including the proposed comfort-lateral trajectory controlled standalone active suspension, were examined. To assess the effectiveness of each suspension and its control strategy in a tyre blow-out scenario, a vehicle was analysed with various longitudinal velocities along with and without steer input.
... Hydraulically interconnected suspension (HIS) systems have been deeply studied in recent years for its advantages in improving handling performance. [1][2][3][4][5] Compared to traditional mechanical interconnected like the antiroll bar, the HIS is more flexible and easier to achieve semi-active, active, and configuration switching control. 6 These advanced control systems can further improve vehicles' riding and handling performance. ...
This paper presents a backstepping sliding mode control (BSMC) method for an active anti-roll hydraulically interconnected suspension (HIS) system. The proposed control strategy enables the active HIS system tracking desired anti-roll moment within the working area. Based on the tracking error, the BSMC controller calculates the flowrate of the control cylinder. This flowrate successively changes the pressure in the accumulators and cylinder chambers, and finally determines the output anti-roll moment of the HIS. The HIS system parameters uncertainty and the system’s nonlinear characteristic are both considered in the proposed BSMC controller. To comprehensively design and validate the proposed control method, a 4-DOF half car model and a corresponding nonlinear active anti-roll HIS model are firstly established. Next, a linear quadratic regulator (LQR) upper layer controller is designed to optimize the vehicle’s roll motion, and the result of the LQR controller is set as a tracking target. Thereafter, the proposed BSMC bottom layer controller is designed to track the target moment. Finally, numerical simulation and experiments on the test bench are conducted to validate the proposed control method. The simulation and bench test results indicate that the proposed active HIS performs well in tracking target and tolerating disturbance. The proposed active HIS expands about additional ±1000 N/m dynamic anti-roll moment compared to a passive HIS at each roll angle, and the response time is less than 70 ms. The field test results show that the active HIS with proposed control method improves anti-roll property compared with a passive HIS by 23.3% in the double lane change test.
... According to Nguyen, the stabilizer bar can decrease the body roll angle during steering [22]. Moreover, the adaptive suspension system enhances the vehicle's stability [23][24][25][26]. In addition, redistributing power to the driving wheels helps lower the incidence of rollover [27]. ...
Rollover is a dangerous phenomenon. It is closely related to the vehicle roll angle. The greater the roll angle, the greater the risk of rollover. The vehicle roll angle when steering depends on many factors, such as the size of the vehicle, speed of movement, steering angle, etc. In this paper, the author has simulated the oscillation of a car when steering using MATLAB® software with three specific cases. The purpose of the study is to evaluate the dependence of the roll angle on other factors. Each case handles two scenarios: vehicle speed change (fixed height) and vehicle height change (fixed speed). The model of a complex dynamic, a combination of many nonlinear components, is used to simulate vehicle oscillations. According to the study’s results, the roll angle will increase if the speed or the distance from the center of gravity (CG) to roll axis (RA) increases, respectively. Once the roll angle’s value rises, the roll index also increases, which causes the dynamic force at the wheel to decrease. If the vertical force at the wheel approaches zero, a rollover may occur. The rollover phenomenon occurred in the second case, corresponding to speeds v = 80 (km/h) and v = 85 (km/h). The peak values of the roll angle are 7.77° and 7.63°, respectively. This result helps to identify the factors affecting the rollover phenomenon more clearly.
... Finally, the simulation results show that the proposed control strategy can improve the stability and safety of a four-wheel independent drive electric vehicle. A distributed cooperative control structure, as References [18][19][20][21] proposed, adjusts the roll dynamics by controlling the damping force of the semiactive suspension and suppresses the overshoot and oscillation of yaw rate and lateral velocity. References [22][23][24] designed a coordination strategy based on fuzzy logic to coordinate each subcontrol, including active steering, active braking, and active roll control systems. ...
To improve the antiroll ability of the vehicle, considering the coupling characteristics of vehicle dynamics and tire force, this paper proposes a vehicle active antiroll strategy based on an electronic stability program and semiactive suspension (ESP-SAS) coordinated control. According to the motion characteristics of the electronic stability program (ESP) and semiactive suspension (SAS), the fuzzy controller based on the ESP module and the proportion integration differentiation (PID) controller based on the SAS module are designed, respectively. Through the adjustment of ESP yaw moment and the timely matching of SAS damping force, the antiroll performance of the vehicle is optimized. At the same time, due to the coupling characteristics between the two, a coordinated controller is designed to minimize the transfer of tire dynamic load. The proposed strategy is simulated and verified by Fishhook test conditions. As is shown from the results, with a good effect on the control of vehicle roll risk, the proposed coordinated control strategy can not only effectively reduce the body roll angle but also improve the operation stability of the vehicle.
... Active and semi-active suspension can partly address this tradeoffs [2][3][4]; however, issues such as high cost, the uncertain of reliability, high power consumption, and inherent complexity limit their popularity. Passive hydraulically interconnected suspensions (HIS) have gained popularity due to its inherent advantages, such as stiff stiffness in the roll mode of the vehicle body and soft stiffness in the bounce mode [5][6][7][8][9]. This advanced suspension system can improve the roll stability without sacrificing the ride comfort, and thus not only overcomes the disadvantages of active and semi-active suspensions but also comprehensively optimizes the anti-rollover performance and ride comfort [7]. ...
... For analyzing the stability of this system, the frequency-dependent eigenvalue method is adopted. Based on the typical seven degrees of freedom model [5], the stability can be proved by solving eigenvalues s of the frequency-dependent eigenvalue equations det(A(s) -sI) = 0, where I is identity matrix and A(s) is system state matrix that can be obtained by integrating Eqs. (1)- (16). ...
... When the PSR device is closed, the mutual flow between the two circuits of HIS system is cut off. Under this condition, this system is equivalent to a traditional anti-roll HIS system [5], and the corresponding eigenvalues are calculated, as shown in Table 2. Also, it shows the eigenvalues are negative, which indicates that the system is stable when the spool is close to O-rings (PSR device is closed). ...
Hydraulically interconnected suspension (HIS) systems have increasingly drawn attention because of its superiority on improving anti-rollover stability and ride comfort, but due to inevitable inner leakage, the unwanted static tilt of vehicle body caused by the pressure difference between two independent hydraulic circuits limits its application. This tilt problem will greatly reduce the driving safety and even lead to the rollover accident. In this study, a new pressure self-regulating (PSR) device is proposed to address this tilt problem, including its system design, manufacture and experimental validation. The structure and pressure self-regulating principle for this PSR device are introduced in detail first, and the nonlinear model is developed based on mechanical-hydraulic coupling equations. Moreover, the developed model is validated by bench tests; based on this, the parametric analysis is implemented to reveal the impacts of the key parameters of PSR device, including equivalent stiffness and clearance height, on the pressure difference threshold and the time delay. Also, the simulations and experiments from the perspective of the whole vehicle integrated with PSR device are carried out, which demonstrates that PSR device can automatically eliminate the tilt of the vehicle body by balancing the pressure between two hydraulic circuits of HIS system without deteriorating the anti-rollover stability and ride comfort.
... The anti-roll bars with matched stiffness, especially the use of two active anti-roll bars (front and rear axles), can effectively suppress the body roll and improve the handling stability [25,26]. On the other hand, suspension systems (elastic torsional or hydraulic interconnected suspension, etc.) can also effectively suppress roll motion [27,28]. In addition, by controlling the lateral or yaw motion of the vehicle (controlling the cornering angle of the front wheels or the braking force of each tire), the vehicle stability can be improved indirectly by suppressing the vehicle body roll. ...
The current research for the vehicle stability regions mainly focuses on the two-dimensional plane domain of yaw rate and sideslip angle, without considering the influence of body roll angle on vehicle stability performance. To improve the vehicle stability, in this study, based on the study of the spatial distribution of the unstable state, a method of determining the three-dimensional stability region of “lateral speed–yaw rate–roll angle” was proposed, the variation of the stability region with front steering angle was studied, and the limit steering angle boundary of several typical road conditions was obtained. Secondly, the minimum distance between the vehicle state point and the stability region was used to measure the vehicle stability, and the stable roll angle range and ideal roll angle under different speed and front steering angles were obtained. Finally, on high and low adhesion roads, the simulation comparisons of the vehicle stability under the ideal state trajectory and the two controllers were carried out. The results demonstrated that the higher the vehicle speed, the lower the road adhesion coefficient, which meant that the vehicle driving condition was worse; the trend of ideal roll angle moving against the original roll direction was more intense. At low speed, although the vehicle stability considering the ideal roll angle was improved, the stability without considering the roll angle could still meet the safety requirements. However, at high speed, the vehicle stability considering the ideal roll angle was significantly improved; especially when the vehicle was driving at high speed on a low adhesion road, the mean and minimum of the stability performance index corresponding to the ideal roll angle were increased by 23.89 and 50.16%, respectively.
... According to Nguyen, the stabilizer bar can reduce the roll angle of the vehicle body when steering [21]. In addition, the active suspension system also improves vehicle stability [11,16,18,23]. Besides, redistributing power to the drive wheels can also reduce the rollover phenomenon [7]. ...
A vehicle rollover can occur when the driver steers at high speed. The vehicle is rolled over when the wheels are entirely separated from the road surface, i.e., the vertical force at the wheel will approach zero. This article aims to determine the rollover limitation of the vehicle under different conditions. The model of a complex dynamic is used to simulate vehicle motion. This model is a combination of three more petite models. It considers the impact of additional nonlinear variables. Therefore, it is considered the first novelty of the article. The calculations and simulations are performed in the MATLAB environment with specific conditions. Simulation results are given in the form of 4-dimensional plots; this is the second novel point of the article. This graph can fully show the dependence of the rollover limitation on other parameters. According to this result, if the vehicle's speed or height is increased, the vehicle's limited roll angle also increases. This reduces the vertical at the wheel. Once this force value reaches zero, the vehicle's roll angle will reach its maximum. The vehicle has the ability to roll over at any time. In addition, the magnitude of the steering angle also increases the risk of rollover. The article's results can be used to establish a rollover function, which describes the relationship between the rollover limitation and other factors. This content will be further developed in the upcoming studies.
... The traditional passive control is more and more difficult to meet the needs of the industry due to its small frequency range. [8][9][10][11][12][13] Therefore, many scholars began to study active vibration control. According to the vibration signal detected by the sensor, the optimal control strategy is applied in the active control process. ...
... According to the above equation, when the crossing frequency ω 0 is known, the time-delay feedback gain coefficient g when the system is critically stable can be obtained. g is a square term in equation (9). So that two mutually opposite critical stability gain g can be obtained. ...
Time-delay feedback control can effectively broaden the damping frequency band and improve the damping efficiency. However, the existing time-delay feedback control strategy has no obvious effect on multi-frequency random excitation vibration reduction control. That is, when the frequency of external excitation is more complicated, there is no better way to obtain the best time-delay feedback control parameters. To overcome this issue, this paper is the first work of proposing an optimal calculation method that introduces stochastic excitation into the process of solving the delay feedback control parameters. It is a time-delay control parameter with a better damping effect for random excitation. In this paper, a 2 DOF one-quarter vehicle suspension model with time-delay is studied. First, the stability interval of time-delay feedback control parameters is solved by using the Lyapunov stability theory. Second, the optimal control parameters of the time-delay feedback control under random excitation are solved by particle swarm optimization (PSO). Finally, the simulation models of a one-quarter vehicle suspension simulation model are established. Random excitation and harmonic excitation are used as inputs. The response of the vehicle body under the frequency domain damping control method and the proposed control method is compared and simulated. To make the control precision higher and the solution speed faster, this paper simulates the model by using the precise integration method of transient history. The simulation results show that the acceleration of the vehicle body in the proposed control method is 13.05% less than the passive vibration absorber under random excitation. Compared with the time-delay feedback control optimized by frequency response function, the damping effect is 12.99%. The results show that the vibration displacement, vibration velocity, and vibration acceleration of the vehicle body are better than the frequency domain function optimization method, whether it is harmonic excitation or random excitation. The ride comfort of the vehicle is improved obviously. It provides a valuable tool for time-delay vibration reduction control under random excitation.
... The energy utilization ratio of a hydraulic impactor is the ratio of piston impact energy to hydraulic energy. It reflects the conversion efficiency from hydraulic energy to mechanical energy of the hydraulic impactor and directly affects the drilling efficiency of the hydraulic impactor [1][2][3][4]. In the process of high frequency reciprocating, the friction loss and leakage loss of the piston pair are important parts in the total energy loss during energy transformation of the hydraulic impactor. ...
Limited by the influence of the traditional clearance seal structure on the leakage and friction loss of piston pair, the energy utilization ratio of the hydraulic impactor is difficult to improve effectively. To solve this problem, a novel micro-texture clearance seal structure of impact piston cylinder was proposed, and an integrated energy consumption evaluation index considering leakage and friction loss of impact piston pair was proposed. Based on the average Reynolds equation, a comprehensive energy consumption analysis model for a textured high-frequency hydraulic impact piston pair was established, and the influence of piston texture parameters on the comprehensive energy consumption under rated working conditions was studied. The results show that the cylindrical texture clearance seal structure provided an effective way to improve the energy utilization ratio of hydraulic impactor, with energy consumption 13%~15% less than the traditional structure. Variation of area rates textured made the amplitude value of integrated energy consumption of the piston pair decrease by 4%~15%, and the optimum area rate was 0.2~0.4. Depth ratio of texture could also reduce the integrated energy consumption of the piston pair, but the reduction range was small.
