An X-by-wire chassis can improve the kinematic characteristics of human-vehicle closed-loop system and thus active safety especially under emergency scenarios via enabling chassis coordinated control.This paper aims t...An X-by-wire chassis can improve the kinematic characteristics of human-vehicle closed-loop system and thus active safety especially under emergency scenarios via enabling chassis coordinated control.This paper aims to provide a complete and systematic survey on chassis coordinated control methods for full X-by-wire vehicles,with the primary goal of summarizing recent reserch advancements and stimulating innovative thoughts.Driving condition identification including driver’s operation intention,critical vehicle states and road adhesion condition and integrated control of X-by-wire chassis subsystems constitute the main framework of a chassis coordinated control scheme.Under steering and braking maneuvers,different driving condition identification methods are described in this paper.These are the trigger conditions and the basis for the implementation of chassis coordinated control.For the vehicles equipped with steering-by-wire,braking-by-wire and/or wire-controlled-suspension systems,state-of-the-art chassis coordinated control methods are reviewed including the coordination of any two or three chassis subsystems.Finally,the development trends are discussed.展开更多
A study was conducted in the domain of emergency rescue operations to tackle a challenge encountered by corner module architecture intelligent electric vehicles(C-Vs).Specifically,the study addressed the issue of the ...A study was conducted in the domain of emergency rescue operations to tackle a challenge encountered by corner module architecture intelligent electric vehicles(C-Vs).Specifically,the study addressed the issue of the two front wheels getting stuck in potholes on low-adhesion roads.To overcome this obstacle,a chassis coordinated control method was introduced.Initially,a vehicle dynamic model suitable for uneven terrains was established.This model represented the vertical motion of the tire as a rigid ring and rim model.The full vehicle model accounted for suspension geometry,center of gravity(CG)transfer,and bumper blocks.Subsequently,a chassis coordinated control method was formulated,encompassing an active suspension system(ASS),traction control system(TCS),and yaw motion control system.Controllers for ASS to navigate out of potholes were designed.The relationship between the maximum driving force and posture was delineated,and the optimal suspension deflection(SD)was calculated.Building upon the designed optimal slip rate identification method,a TCS based on dynamic sliding mode control(DSMC)was developed.As both the ASS and TCS could induce yaw instability,and considering the heightened challenges posed by variations in speed and tire cornering stiffness on yaw motion control,Takagi–Sugeno(T-S)technology was employed to fuzzify both aspects.A robust SMC(RSMC)-based yaw motion control was devised,achieving coordinated control among the three systems.Finally,the results of the hardware-in-the-loop(HIL)illustrated that the coordinated control strategy enables C-Vs to escape from conditions with an adhesion coefficient of 0.3 and a pothole depth of 250 mm.展开更多
Taking into account the nonlinearity of vehicle dynamics and the variations of vehicle parameters,the integrated control strategy for active front steering(AFS)and direct yaw control(DYC)that can maintain the performa...Taking into account the nonlinearity of vehicle dynamics and the variations of vehicle parameters,the integrated control strategy for active front steering(AFS)and direct yaw control(DYC)that can maintain the performance and robustness is a key issue to be researched.Currently,the H∞method is widely applied to the integrated control of chassis dynamics,but it always sacrifices the performance in order to enhance the stability.The modified structure internal model robust control(MSIMC)obtained by modifying internal model control(IMC)structure is proposed for the integrated control of AFS and DYC to surmount the conflict between performance and robustness.Double lane change(DLC)simulation is developed to compare the performance and the stability of the MSIMC strategy,the PID controller based on the reference vehicle model and the H∞controller.Simulation results show that the PID controller may oscillate and go into instability in severe driving conditions because of large variations of tire parameters,the H∞controller sacrifices the performance in order to enhance the stability,and only the MSIMC controller can both ensure the robustness and the high performance of the integrated control of AFS and DYC.展开更多
基金Supported in part by Ministry of Science and Technology of the People’s Republic of China(Grant No.2017YFB0103600)Beijing Municipal Science and Technology Commission via the Beijing Nova Program(Grant No.Z201100006820007).
文摘An X-by-wire chassis can improve the kinematic characteristics of human-vehicle closed-loop system and thus active safety especially under emergency scenarios via enabling chassis coordinated control.This paper aims to provide a complete and systematic survey on chassis coordinated control methods for full X-by-wire vehicles,with the primary goal of summarizing recent reserch advancements and stimulating innovative thoughts.Driving condition identification including driver’s operation intention,critical vehicle states and road adhesion condition and integrated control of X-by-wire chassis subsystems constitute the main framework of a chassis coordinated control scheme.Under steering and braking maneuvers,different driving condition identification methods are described in this paper.These are the trigger conditions and the basis for the implementation of chassis coordinated control.For the vehicles equipped with steering-by-wire,braking-by-wire and/or wire-controlled-suspension systems,state-of-the-art chassis coordinated control methods are reviewed including the coordination of any two or three chassis subsystems.Finally,the development trends are discussed.
基金funded by the National Natural Science Foundation of China(No.52272407,U20A20332)the S&T Program of Hebei(No.226Z2202G)+1 种基金the Hebei Natural Science Foundation(No.E2020203174)the Science Research Project of Hebei Education Department(No.ZD2022029).
文摘A study was conducted in the domain of emergency rescue operations to tackle a challenge encountered by corner module architecture intelligent electric vehicles(C-Vs).Specifically,the study addressed the issue of the two front wheels getting stuck in potholes on low-adhesion roads.To overcome this obstacle,a chassis coordinated control method was introduced.Initially,a vehicle dynamic model suitable for uneven terrains was established.This model represented the vertical motion of the tire as a rigid ring and rim model.The full vehicle model accounted for suspension geometry,center of gravity(CG)transfer,and bumper blocks.Subsequently,a chassis coordinated control method was formulated,encompassing an active suspension system(ASS),traction control system(TCS),and yaw motion control system.Controllers for ASS to navigate out of potholes were designed.The relationship between the maximum driving force and posture was delineated,and the optimal suspension deflection(SD)was calculated.Building upon the designed optimal slip rate identification method,a TCS based on dynamic sliding mode control(DSMC)was developed.As both the ASS and TCS could induce yaw instability,and considering the heightened challenges posed by variations in speed and tire cornering stiffness on yaw motion control,Takagi–Sugeno(T-S)technology was employed to fuzzify both aspects.A robust SMC(RSMC)-based yaw motion control was devised,achieving coordinated control among the three systems.Finally,the results of the hardware-in-the-loop(HIL)illustrated that the coordinated control strategy enables C-Vs to escape from conditions with an adhesion coefficient of 0.3 and a pothole depth of 250 mm.
基金supported by the National Natural Science Foundation of China(Grant No.51375009 and 11072106)
文摘Taking into account the nonlinearity of vehicle dynamics and the variations of vehicle parameters,the integrated control strategy for active front steering(AFS)and direct yaw control(DYC)that can maintain the performance and robustness is a key issue to be researched.Currently,the H∞method is widely applied to the integrated control of chassis dynamics,but it always sacrifices the performance in order to enhance the stability.The modified structure internal model robust control(MSIMC)obtained by modifying internal model control(IMC)structure is proposed for the integrated control of AFS and DYC to surmount the conflict between performance and robustness.Double lane change(DLC)simulation is developed to compare the performance and the stability of the MSIMC strategy,the PID controller based on the reference vehicle model and the H∞controller.Simulation results show that the PID controller may oscillate and go into instability in severe driving conditions because of large variations of tire parameters,the H∞controller sacrifices the performance in order to enhance the stability,and only the MSIMC controller can both ensure the robustness and the high performance of the integrated control of AFS and DYC.
