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Research Papers

Backstepping Control Design for Vehicle Active Restraint Systems

[+] Author and Article Information
Manohar Das

Department of Electrical and
Computer Engineering,
Oakland University,
Rochester, MI 48309-4401

Contributed by the Dynamic Systems Division of ASME for publication in the JOURNAL OF DYNAMIC SYSTEMS, MEASUREMENT, AND CONTROL. Manuscript received June 1, 2010; final manuscript received July 2, 2012; published online November 7, 2012. Assoc. Editor: Swaroop Darbha.

J. Dyn. Sys., Meas., Control 135(1), 011012 (Nov 07, 2012) (9 pages) Paper No: DS-10-1147; doi: 10.1115/1.4007549 History: Received June 01, 2010; Revised July 02, 2012

Active control of vehicle restraint systems has been extensively investigated in past decades. Many promising results have shown that a seat-belt system can be controlled in real-time to minimize human driver/occupant's injuries by reducing the human chest acceleration after a frontal impact. This paper presents a new nonlinear model that groups the seat-belt restraint system and the human driver's nonlinear high-coupling dynamics together to form a cascaded system. By using a backstepping design procedure, a global control law is developed and aimed to actively and continuously adjust the seat-belt strain force so as to interact both the human's shoulder/chest and waist. Both the control theory development and 3D graphical simulation study show that the overall system stability is well achieved. Even if up to a freeway speed, such as at 65 mph, the accelerations of the three major human body joints: lumber, thorax, and neck after a frontal collision can still be reduced significantly.

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References

Figures

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Fig. 1

A digital driver model

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Fig. 2

A typical seat-belt restraint system

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Fig. 3

A complete block diagram for the active restraint control system

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Fig. 4

A digitized vehicle acceleration profile before/after a frontal impact at V = 45 mph

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Fig. 5

The driver's dynamic motion after a frontal impact (left) and the three joint accelerations in a passive conventional seat-belt case at 45 mph (right)

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Fig. 6

The three major joint accelerations (left) and control strain forces in an active seat-belt case at 45 mph (right)

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Fig. 7

The controlled strain force acting on the chest through the upper belt in x and y directions (left) and a possible way to replace the upper belt by two shoulder soft rings to realize the bidirectional control (right)

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