Abstract
This paper utilizes a linear two-degree-of-freedom vehicle model to calculate the nominal value of the vehicle’s nondrive-wheel speed difference and investigates methods of estimating the yaw acceleration and sideslip angular speed. A vehicular dynamic stability control system utilizing this nondrive-wheel speed difference is then developed, which can effectively improve a vehicle’s dynamic stability at a very low cost. Vehicle cornering processes on roads of different frictions and with different vehicle speeds are explored via simulation, with speed control being applied when vehicle speed is high enough to make the vehicle unstable. Driving simulator tests of vehicle cornering capacity on roads of different friction coefficients are also conducted.
Highlights
When vehicles turn on low friction roads or steer while travelling at a high speed, if the lateral force provided by the tires is close to their adhesion limit, the car will enter a dangerous state of operation, with increased risk of sideslip, sharper turning, or reduced responsiveness
Dynamic stability control systems can significantly improve vehicle cornering performance, and so they have become the focus of intensive research and development in recent years [1–7]
For cars already equipped with automatic transmission, dynamic stability control can be realized by adding two nondrive-wheel speed sensors to the existing system
Summary
When vehicles turn on low friction roads or steer while travelling at a high speed, if the lateral force provided by the tires is close to their adhesion limit, the car will enter a dangerous state of operation, with increased risk of sideslip, sharper turning, or reduced responsiveness. For cars already equipped with automatic transmission, dynamic stability control can be realized by adding two nondrive-wheel speed sensors to the existing system. A vehicle’s cornering condition can be recognized as in a steady stage if said difference is small, while if it exceeds a preset range the vehicle may be considered to have entered a quasi-steady stage, and dynamic stability control becomes necessary [11–20]. Measurement of properties such as lateral acceleration, yaw velocity, and sideslip angle requires special sensors that are generally expensive. (2) the inner and outer speed of nondrive wheels can be measured by installing speed sensors, which are quite cheap
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