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Research Papers

Innovative Active Vehicle Safety Using Integrated Stabilizer Pendulum and Direct Yaw Moment Control

[+] Author and Article Information
Avesta Goodarzi

Department of Mechanical and Mechatronics Engineering,
University of Waterloo,
Waterloo, ON N2L 3G1, Canada
e-mail: avesta.goodarzi@uwaterloo.ca

Fereydoon Diba

Faculty of Engineering and Applied Science,
University of Ontario Institute of Technology,
Oshawa, ON L1H 7K4, Canada
e-mail: fereydoon.diba@uoit.ca

Ebrahim Esmailzadeh

ASME Life Fellow
Faculty of Engineering and Applied Science,
University of Ontario Institute of Technology,
Oshawa, ON L1H 7K4, Canada
e-mail: ezadeh@uoit.ca

1Corresponding author.

Contributed by the Dynamic Systems Division of ASME for publication in the JOURNAL OF DYNAMIC SYSTEMS, MEASUREMENT, AND CONTROL. Manuscript received October 9, 2012; final manuscript received April 22, 2014; published online July 9, 2014. Assoc. Editor: Shankar Coimbatore Subramanian.

J. Dyn. Sys., Meas., Control 136(5), 051026 (Jul 09, 2014) (13 pages) Paper No: DS-12-1335; doi: 10.1115/1.4027499 History: Received October 09, 2012; Revised April 22, 2014

Basically, there are two main techniques to control the vehicle yaw moment. First method is the indirect yaw moment control, which works on the basis of active steering control (ASC). The second one being the direct yaw moment control (DYC), which is based on either the differential braking or the torque vectoring. An innovative idea for the direct yaw moment control is introduced by using an active controller system to supervise the lateral dynamics of vehicle and perform as an active yaw moment control system, denoted as the stabilizer pendulum system (SPS). This idea has further been developed, analyzed, and implemented in a standalone direct yaw moment control system, as well as, in an integrated vehicle dynamic control system with a differential braking yaw moment controller. The effectiveness of SPS has been evaluated by model simulation, which illustrates its superior performance especially on low friction roads.

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Figures

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Fig. 1

A cheetah in turn while running

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Fig. 2

SPS located in the trunk

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Fig. 3

Free body diagram of linear vehicle model with SPS

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Fig. 4

Nonlinear vehicle handling model with 9-DOF

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Fig. 5

Validation results of the vehicle nonlinear handling model

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Fig. 6

Block diagram of the controller system

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Fig. 7

Variations of optimum controller gains with vehicle longitudinal velocity

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Fig. 8

Vehicle and pendulum responses for changes in pendulum location

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Fig. 9

Vehicle and pendulum responses for changes in pendulum mass

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Fig. 10

Vehicle and pendulum responses for different ratios of d/e2

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Fig. 11

Yaw velocity gain versus vehicle longitudinal velocity

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Fig. 12

Transient response factors versus longitudinal velocity

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Fig. 13

Power consumptions of the SPS under different maneuvers

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Fig. 14

First case study: simulation results of lane change maneuver on an icy road

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Fig. 15

Second case study: simulation results of road lane change maneuver on an icy road

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Fig. 16

The kinematic diagram of vehicle and pendulum

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