Anti-roll System Research Articles

Rollover prevention by designing a new fuzzy set solution for automotive active stabilizer bars based on a complex dynamic model

In this paper, the author introduces using active stabilizer bars (hydraulic anti-roll bars) for automobiles to improve the stability of rolling over when an automobile is steering. The car rollover oscillation is described by a complex dynamic model, a combination of the Pacejka tire model, the motion model, and the full oscillation model. A new fuzzy solution has been developed in order to control the active stability bars. This algorithm has three inputs related to the car’s rollover factor. The fuzzy rule (with 125 situations) and membership function are determined based on views related to the car’s stability and the antiroll system’s responsiveness. Numerical calculations and simulation are performed with two cases corresponding to two kinds of steering angles. Three situations correspond to three velocity values: v1, v2, and v3, and four scenarios are simulated in each situation to facilitate the comparison of results. According to the research findings, output values such as roll angle, rollover index, and load change are drastically reduced when the new fuzzy solution is applied to the active anti-roll bars. In the last case, the rollover occurs when the automobile does not use any stability bars or uses regular mechanical bars. The roll angle peak values reach 8.79° and 10.79°, while the maximum value belonging to the Active with Fuzzy situation is 10.94° without rolling over (corresponding to a rollover index of 0.64). The results obtained from this paper are the basis for developing more complex solutions for stabilizer bars in the future.

Adaptive neuro-fuzzy inference control for active stabilizer bars based on multiple data sources.

In this research, we propose using active stabilizer bars to prevent rollover when steering. An intelligent control solution, the adaptive neuro-fuzzy inference system (ANFIS), is established in this article to control the performance of the active anti-roll systems. In contrast to the previously published studies, the intelligent algorithm designed in this research has many outstanding advantages, such as generating a large impact force, a fast response time, a small phase difference, and high convergence ability. The data used to train ANFIS are carefully selected and combined from the previous studies. The initial simulation observes that the roll angle decreases significantly from 8.15° to 6.87° when the ANFIS algorithm is applied to regulate the anti-roll bars. In contrast, the roll angles for the proportional-integral-derivative (PID) and passive (Mechanical) situations are respectively recorded at 7.08° and 7.80°. The reduction of the vertical force at wheels is also solved when the ANFIS algorithm is applied instead of other methods. This value increases sharply from 671.06 N (without bars) to 3030.40 N (ANFIS control), while it only reaches 2544.27 N (PID control) and 1428.83 N (mechanical bars), according to the research findings. If the vehicle does not have the anti-roll bars, a rollover occurs in the second case when the vehicle steers at v3 (80 km/h) and v4 (90 km/h). In contrast, the interaction between the wheels and the road is well maintained when the automobile is equipped with active bars controlled by the ANFIS solution. This is demonstrated by the minimum vertical force value in the rear wheel, which reaches 2687.33 and 2447.33 N, respectively, for the abovementioned conditions. In general, the vehicle's rolling stability can be well guaranteed in all moving situations when using the ANFIS controller for the anti-roll system in the vehicle.

A variable stiffness anti-roll system for railway vehicles based on a hydraulic interconnection approach

In order to alleviate the trade-off between vehicle ride comfort and derailment safety offered by the passive anti-roll bar (ARB), this study proposes a semi-active hydraulically interconnected variable stiffness anti-roll system (HIVSAS). The HIVSAS has the advantage of providing non-constant, multi-mode anti-roll stiffness and even removing it. First, based on the mathematical model of the main components of the HIVSAS, the physical parameter model is built in AMESim. The accuracy of the model is verified by bench tests. Then, the effect of the key parameters of the HIVSAS on the anti-roll stiffness characteristics is analysed. Finally, the dynamic performance of three vehicles equipped with different anti-roll systems is investigated by numerical co-simulation. The straight and curved (with a radius of 600 m) tracks are high-speed rail lines in China. The simulation results show that both the lateral ride comfort and the derailment safety of the HIVSAS-equipped High Speed Train (HST) are improved when exposed to rail irregularities and crosswind coupled excitation. Even accounting for flexible carbody, the HIVSAS-equipped HST outperforms in lateral comfort. The HIVSAS provides a feasible and practical research route for the anti-roll system, improving the line adaptability, curve passing speed and ride comfort of railway vehicles.

Proposing a new control method for active stabilizer bars using an intelligent self-learning algorithm

This article’s main content is directed toward designing and applying a new control algorithm for automotive stabilizer bars. Previous studies often only used classical control algorithms or simple fuzzy algorithms to control hydraulic anti-roll systems on cars based on safety criteria. In this article, a self-learning algorithm (ANFIS) is established based on inheriting the advantages of previous algorithms. Additionally, this algorithm is modified and improved to increase the convergence of the results after the end of the steering process. Simulations show that when the self-learning solution is applied to active anti-roll bars, the roll angle value and the attenuation of the vertical force at wheels decrease significantly. In complex motion conditions (second case, v3), rollover occurs if the automobile does not have an anti-roll bar. However, roll stability and road holding ability are always ensured when applying the ANFIS algorithm to control active anti-roll bars. According to these findings, the minimum value of the vertical force at the rear wheel can be up to 1384.02 N even when the car is traveling in extremely harsh conditions (second case, v4). In addition, the response speed and convergence of values are always well-controlled when the intelligent self-learning algorithm is applied to the anti-roll control system.

Adaptive sliding mode control for vehicle active anti-roll system based on property adjustable barrier function

Adaptive sliding mode control for vehicle active anti-roll system based on property adjustable barrier function

Research on road tracking and anti-roll game control scheme of commercial vehicle based on Nash equilibrium

In view of the problem that the active suspension conflicts with the road tracking system while resisting roll when the commercial vehicle encounters emergency road conditions in the process of unmanned driving, this article is based on the Nash non-cooperative open-loop feedback game theory, taking the road tracking system, and the active anti-roll system as the participants of the game. An interactive control scheme which can not only accurately steer but also take into account the vertical roll stability is proposed. Firstly, the coupled model of Horizontal pendulum-anti-roll for commercial vehicles is established and extended to the vehicle-road three-degree of freedom closed model. Then, based on the derivation of the linear quadratic optimal control model (LQ), the non-cooperative open-loop Nash game theory is used to obtain the interactive optimal control afferent the road tracking system and the active anti-roll system. Finally, the experimental scheme is verified by hardware in the loop experiment. The results show that the interactive control scheme of road tracking and anti-roll based on Nash non-cooperative game for commercial vehicles allows the vehicle to take the vertical stability into account while turning actively, thus ensuring the safety and stability of the vehicle during driving.

An anti-rolling control method of rudder fin system based on ADRC decoupling and DDPG parameter adjustment

To achieve high-precision attitude control of ships, the output delay, state coupling, and controller parameter maladjustment of the rudder fin joint anti-rolling system are studied. A predictive anti-rolling method based on active disturbance rejection control (ADRC) and deep deterministic policy gradient (DDPG) is proposed. The external forces on the ship are analyzed, and a three-degree-of-freedom mathematical model considering rolling, yawing, and pitching is established. The model is decoupled using the idea of ADRC total disturbance for the state coupling problem, then the pitch ADRC controller and the roll-yaw predictive observer are designed respectively. In pitch ADRC, the nonlinear extended state observer (NLESO) is used to observe the total disturbance between models. And the total disturbance observations are feedforward compensated to the error control law. As a result, the rapidity of reference output tracking and robustness of total disturbance are realized. The roll-yaw predictive observer solves the output delay by feeding the predicted output back to the controller instead of the actual output. To ensure the accuracy of the prediction output, the DDPG algorithm is introduced to modify the parameters of the prediction observer in real-time. Finally, state constraints are added to solve the rudder angle and fin angle control laws. This method can perform control, parameter adjustment, and solution online and continuously. The wave disturbance test based on the experimental ship shows that the anti-rolling effect of the method is improved by 10% compared with the previous study. Under the condition of a small overshoot, the new expected value can be tracked quickly.

Performance Analysis of Acceleration and Inertial Force of Electromagnetic Suspension Inertial Stabilizer

In this paper, the structural characteristics of electromagnetic suspension (EMS) inertial stabilizers are analyzed firstly, and then a mechanical analysis of a single mass block and double mass block is carried out. The relationship model between the inertial anti-rolling mass block and inertial force transmitted to the ship is established. The inertial force is determined by the number of coil turns, coil current, mass block, mass of the ship, electromagnet current, rate of change of the electromagnet current, air gap between the electromagnet and inertial mass block, and rotational angular speed. Through theoretical analysis, it is found that the response speed of inertia force is directly related to the electromagnetic coil current, the voltage at both ends of the electromagnetic coil, the coil resistance and the air gap. It is concluded that the response speed of the inertia force can be controlled by controlling the coil current, adjusting the voltage at both ends of the coil and adjusting the air gap. The inductance of the electromagnetic coil will also increase the nonlinearity of the inertial anti-roll system. On the basis of theoretical analysis, a digital simulation of EMS inertial stabilizer is carried out by MATLAB and ANSYS MAXWELL2D. Finally, a single mass block system of EMS inertial stabilizer is designed and tested. During the test, a 1.5 V sinusoidal excitation voltage is added to the electromagnetic coil after the mass block is suspended stably, and the maximum acceleration values of the inertial anti-rolling mass block and hull are 10.29 m/s2 and 1.27 m/s2. Finally, the theoretical analysis results, digital simulation results and experimental results are analyzed, which verifies the correctness of the acceleration and inertia force performance analysis of the EMS inertial stabilizer.

Intelligent ship anti-rolling control system based on a deep deterministic policy gradient algorithm and the Magnus effect

Anti-rolling devices are widely used in modern shipboard components. In particular, ship anti-rolling control systems are developed to achieve a wide range of ship speeds and efficient anti-rolling capabilities. However, factors that are challenging to solve accurately, such as strong nonlinearities, a complex working environment, and hydrodynamic system parameters, limit the investigation of the rolling motion of ships at sea. Moreover, current anti-rolling control systems still face several challenges, such as poor nonlinear adaptability and manual parameter adjustment. In this regard, this study developed a dynamic model for a ship anti-rolling system. In addition, based on deep reinforcement learning (DRL), an efficient anti-rolling controller was developed using a deep deterministic policy gradient (DDPG) algorithm. Finally, the developed system was applied to a ship anti-rolling device based on the Magnus effect. The advantages of reinforcement learning adaptive control enable controlling an anti-rolling system under various wave angles, ship speeds, and wavelengths. The results revealed that the anti-rolling efficiency of the intelligent ship anti-rolling control method using the DDPG algorithm surpassed 95% and had fast convergence. This study lays the foundation for developing a DRL anti-rolling controller for full-scale ships.

Analysis of Ship Resistance Based on Horizontal Placement of Fin Stabilizer Using CFD Software

Fin stabilizer is an anti-rolling system that responds to rolling motion due to external forces and affects the stability and safety of personnel, cargo, and the ship itself. As a result, the addition of a fin stabilizer affects the ship resistance (appendage resistance). This research has been carried out on the type of patrol boat to determine the effect of horizontal fin placement on the ship's resistance. This research focus is based on foil NACA 0010 as fin stabilizer. The study begins by verifying and validating the model before using the fin stabilizer, which aims to check whether the model to be developed has presented the expected conditions, as well as a comparison between the needs of the model that has been tested and the patrol boat design, made using the maxsurf modeler, Rhinoceros and numeca fine marine with a maximum error of 3%. The design results show a maximum error of 2.57%, so the research is continued with the addition of a foil type Naca 0010 with an angle of attack 0°, 5°, 10°, 15° and speed variations from 25 knots to 30 knots. The largest additional resistance addition has been obtained at angle of attack 15 and speed 30 knoots, with the best value at the 24 m fin positin of 18.8% and it is in accordance with the conditions in the fin stabilizer. Seakeeping analysis results using software shipmo best on fin 2 continued to fin 1, fin 3, Fin 4 and bare hull.

Control of Ship Roll and Yaw Angles During Turning Motion

The aim of this paper is Ships are exposed to assorted hydrodynamic forces originating from internal and external influences. The adverse effect of rolling caused by turning motion should be reduced with anti-rolling systems, to ensure safe navigation. If this effect is not eliminated, it may prevent the ship from keeping its course safely. In this study, fin stabilizer system the computational analysis of the roll motion formed by the turning motion and wave effect is included in fin stabilizer system. The rudder motion that allows the ship to have the desired maneuvering angle; calculations of the fin system, which decreases the excessive roll moment, and the roll motion caused by these two effects are examined using MATLAB software. The analysis period has been determined as 300 seconds, which is the time to reach the desired turning angle of the ship. Linear quadratic tracking (LQT) algorithm has been used to solve partially unknown continuous-time problems such as roll motion in this study.

Magnus Antirolling System for Ships at Zero Speed

This study investigated the performance of an antirolling system based on the Magnus effect at zero speed. The test scheme and control method were designed based on a proportional integration differentiation controller. A scaled ship model equipped with an attitude monitoring and control implementation feedback system was developed. The effects of different swing speeds and angles, cylinder surface shapes, number of effective cylinders, and target ship model rolling angles on the performance of the antirolling system were studied using a shipborne gravity slider and normal transverse regular wave. The Magnus antirolling system exhibited a better swing speed range compared to conventional methods, and its performance improved as the swing angle increased. During the zero-speed antirolling test, the velocity loop control provided a better antiroll damping effect on the ship model than the position loop control, and the bionic cylinder improved the performance more than a smooth cylinder. Moreover, the system retained good antirolling capabilities even in partial failure cases (i.e., operating with fewer cylinders). This study can contribute to the research of ship seakeeping strategies.

Designing LQR Controllers for an Active Anti-roll Bar System with a Flexible Frame Model of a Single Unit Heavy Vehicle

Rollover accidents of heavy vehicles often cause serious consequences both in terms of vehicle and environmental damage as well the loss or injury of drivers, passengers and ordinary civilians. Currently, the active anti-roll bar system is considered as the most effective solution in enhancing vehicle roll stability. In this paper, we firstly investigated the role of a flexible frame of a single unit heavy vehicle in the rollover process. This approach is an important step forward in the research of the active anti-roll bar system. Then, the LQR control method is applied in designing controllers for the active anti-roll bar control system with this frame model. The active torque of the anti-roll bar system is considered as the control signal. The simulation results in the frequency and time domains with a double lane change maneuver show that the vehicle’s roll stability is improved by over 30 % compared to a vehicle using a passive anti-roll bar system.

Study on the New Four-rope Anti-rolling Effect of the Field Bridge Anti-rolling System

Study on the New Four-rope Anti-rolling Effect of the Field Bridge Anti-rolling System

Performance of a Magnus effect-based cylindrical roll stabilizer on a full-scale Motor-yacht

The rotor stabilizer systems based on the Magnus principle are among the alternative systems used as an anti-rolling system. The key objective of this paper is to extensively study the performance of the Magnus stabilizer on a ship's roll-heave motions in a regular beam sea and at low velocity, as well as to investigate the hydrodynamic characteristics of the rotating cylinder in the varied diameters and rotation speeds. Two-dimensional rotating cylinders and three-dimensional ship-rotor cases are simulated using the RANS solver by adopting SST k-ω turbulence model. Flow past a rotating cylinder is computed with cylinder diameter-based Reynolds Numbers of 7.33 × 105, 1.01 × 106 and 1.26 × 106 in the spin ratio range of 1.52 < α < 13.09. The rotational motion of the cylinder is simulated by the rotating wall approach. The lift forces obtained from two-dimensional analyses are applied externally as damping moments to examine the effect of Magnus stabilizer on the dynamic motions of the full-scale motor yacht. The results indicate that the increased diameter is effective on the lift force than increased rotation speed. The ship-rotor interaction is successfully modeled by external moment application as a practical engineering approach. Magnus stabilizer presents a high-performance in roll reduction that varies between 9.13% and 85.84%.

Active Vehicle Suspension with Anti-Roll System Based on Advanced Sliding Mode Controller

In the paper authors consider the active suspension of the wheeled vehicle. The proposed controller consists of a sliding mode controller used to roll reduction and linear regulators with quadratic performance index (LQRs) for struts control was shown. The energy consumption optimization was taken into account at the stage of strut controllers synthesis. The studied system is half of the active vehicle suspension using hydraulic actuators to increase the ride comfort and keeping safety. Instead of installing additional actuators in the form of active anti-roll bars, it has been decided to expand the active suspension control algorithm by adding extra functionality that accounts for the roll. The suggested algorithm synthesis method is based on the object decomposition into two subsystems whose controllers can be synthesized separately. Individual suspension struts are controlled by actuators that use the controllers whose parameters have been calculated with the LQR method. The mathematical model of the actuator applied in the work takes into account its nonlinear nature and the dynamics of the servovalve. The simulation tests of the built active suspension control system have been performed. In the proposed solution, the vertical displacements caused by uneven road surface are reduced by controllers related directly to suspension strut actuators.

Using an LQR active anti-roll bar system to improve road safety of tractor semi-trailers

Introduction: Tractor semi-trailer vehicles are playing an increasingly important role in the global freight chain. However, due to the heavy total load and height of the center of gravity, this type of vehicle is often at a higher risk of instability than other vehicles. This paper focuses on improving the vehicle roll stability by using an active anti-roll bar system.&#x0D; Methods: The Linear Quadratic Regulator (LQR) approach is used for this purpose with the control signal being the torque generated by the active anti-roll bar system. In order to synthesize the controller, the roll angle of the vehicle body and the normalized load transfer at all axles of the tractor semi-trailer vehicle are considered as the optimal goals.&#x0D; Results: The simulation results in time and frequency domains clearly show the effectiveness of the proposed method for the active anti-roll bar system, because the reduction of the desired criterias is about 40% less when compared to a vehicle using the passive anti-roll bar system.&#x0D; Conclusions: The effectiveness of the active anti-roll bar system on improving the vehicle roll stability, has been verified in this theoretical study with the LQR optimal controller. This is an important basis for conducting more in-depth studies and future experiments.

Calculation and exploitation of active anti-roll system

Today, more and more control systems of motion, are applied to different ships. Between the movement of the ship, the movement by rotation causes serious damage to the ship's equipment and their performance. There have been many efforts to invent or create certain equipment in order to eliminate these adverse effects. However, few types of equipment have had the same impact on the stabilization of the rollers and systems with active wings stabilizers. In the recent years have been carried out more research for the improvement of systems of the stabilizer fins. The anti-roll fins are a stabilization, reducing the rolling in the hull of the vessel using the elevator fin general designed on both borders of the keel.&#x0D;

무인반잠수정의 진자식 횡동요 저감 장치 설계 및 감쇠계수 기반 검증

무인반잠수정의 진자식 횡동요 저감 장치 설계 및 감쇠계수 기반 검증

Determination of Intraseasonal Variation of Precipitation Microphysics in the Southern Indian Ocean from Joss–Waldvogel Disdrometer Observation during the CINDY Field Campaign

To date, the intraseasonal variation of raindrop size distribution (DSD) in response to the Madden–Julian Oscillation (MJO) has been examined only over the Indonesian Maritime Continent, particularly in Sumatra. This paper presents the intraseasonal variation of DSD over the Indian Ocean during the Cooperative Indian Ocean experiment on Intraseasonal Variability in the Year 2011 (CINDY 2011) field campaign. The DSDs determined using a Joss–Waldvogel disdrometer, which was installed on the roof of the anti-rolling system of the R/V Mirai during stationary observation (25 September to 30 November 2011) at (8°S, 80.5°E), were analyzed. The vertical structure of precipitation was revealed by Tropical Rainfall Measuring Mission Precipitation Radar (version 7) data. While the general features of vertical structures of precipitation observed during the CINDY and Sumatra observation are similar, the intraseasonal variation of the DSD in response to the MJO at each location is slightly different. The DSDs during the active phase of the MJO are slightly broader than those during the inactive phase, which is indicated by a larger mass-weighted mean diameter value. Furthermore, the radar reflectivity during the active MJO phase is greater than that during the inactive phase at the same rainfall rate. The microphysical processes that generate large-sized drops over the ocean appear to be more dominant during the active MJO phase, in contrast to the observations made on land (Sumatra). This finding is consistent with the characteristics of radar reflectivity below the freezing level, storm height, bright band height, cloud effective radius, and aerosol optical depth.