Modelling Commercial Vehicle Handling and Rolling Stability

2005 ◽  
Vol 219 (4) ◽  
pp. 357-369 ◽  
Author(s):  
K Hussain ◽  
W Stein ◽  
A J Day
Keyword(s):  
Commercial Vehicle ◽  
Lateral Acceleration ◽  
Leaf Spring ◽  
Lane Change ◽  
Angle Variation ◽  
Articulated Vehicle ◽  
Constant Radius ◽  
Non Linear ◽  
Rollover Stability ◽  
Lane Change Test

This paper presents a multi-degrees-of-freedom non-linear multibody dynamic model of a three-axle heavy commercial vehicle tractor unit, comprising a subchassis, front and rear leaf spring suspensions, steering system, and ten wheels/tyres, with a semi-trailer comprising two axles and eight wheels/tyres. The investigation is mainly concerned with the rollover stability of the articulated vehicle. The models incorporate all sources of compliance, stiffness, and damping, all with non-linear characteristics, and are constructed and simulated using automatic dynamic analysis of mechanical systems formulation. A constant radius turn test and a single lane change test (according to the ISO Standard) are simulated. The constant radius turn test shows the understeer behaviour of the vehicle, and the single lane change manoeuvre was conducted to show the transient behaviour of the vehicle. Non-stable roll and yaw behaviour of the vehicle is predicted at test speeds >90 km/h. Rollover stability of the vehicle is also investigated using a constant radius turn test with increasing speed. The articulated laden vehicle model predicted increased understeer behaviour, due to higher load acting on the wheels of the middle and rear axles of the tractor and the influence of the semi-trailer, as shown by the reduced yaw rate and the steering angle variation during the constant radius turn. The rollover test predicted a critical lateral acceleration value where complete rollover occurs. Unstable behaviour of the articulated vehicle is also predicted in the single lane change manoeuvre.

Lane Change Dynamics of a Commercial Tractor-Trailer

2019 ◽  
Author(s):  
Brian M. Boggess ◽  
Harold H. Ralston ◽  
Dusty A. Boyd ◽  
Bryan E. Strawbridge ◽  
Douglas R. Morr ◽  
...  
Keyword(s):  
Commercial Vehicle ◽  
Single Point ◽  
Constant Speed ◽  
Analytical Models ◽  
Lateral Acceleration ◽  
Lane Change ◽  
Lane Changes ◽  
Change Dynamics ◽  
Left And Right ◽  
Acceleration Profile

Abstract A number of vehicle-to-vehicle accidents occur as a result of significant differentials in speed and lane changes between traffic in laterally offset lane positions. These analyses can include many scenarios. One typical scenario is the merging of an articulated commercial vehicle from a roadway shoulder or on-ramp into a travel lane at a relatively low speed compared to the posted speed limit and/or actual travel speed of established lane traffic. Collisions arising during such events often involve less than full engagement between the vehicles and are complicated by the extended length (20 meters (m) (65.6 feet (ft)) or more) of most combination units and its effect on the time and distance it takes the unit to transition from one lane to another. Vehicle dynamics is used to analyze and understand the lane change dynamics in order to assess causes of accidents, as well as aide engineers in creating safeguards to avoid such accidents. A review of currently available analytical models finds that most are based on an analysis of a single-point object or a standard, non-articulated passenger vehicle. Additionally, many of these models consider either a constant lateral acceleration profile or a half-sine acceleration profile with specified peak lateral acceleration resulting in a constant lane change time regardless of vehicle longitudinal speed. When considering the actual lane change dynamics of a tractor-trailer, the typically applied predictive models are limited to predicting the dynamics of a singular point on the tractor-trailer during the lane change as opposed to more specific dynamics of the tractor and trailer combined effect. Testing in this study was completed using a conventional truck-tractor with sleeper berth, coupled to an unloaded 40-foot trailer chassis with a container. A total of 23 tests were completed, including (a) constant speed maneuvers for travel speeds ranging from 8.0 to 67.6 kilometers per hour (kph) (5.0 to 42.0 miles per hour (mph)) and (b) continuously accelerating travel speeds with lane changes initiated at 10.5 to 27.4 kph (6.5 to 17.0 mph). Two-dimensional time dependent tracking of the corners (tractor front left and right, trailer rear left and right) of the vehicle was documented and an imaging of the Detroit Diesel engine electronic control module (ECM) was collected after each test. Results of this study show that above speed ranges of 48 to 56 kph (30–35 mph), the timing involved in a constant-speed lane change maneuver tends to converge toward a constant; however, at lower speeds a clear inverse relation exists between speed and lane change timing. Empirical relationships were developed to more accurately predict the lane change dynamics of multiple points and the overall profile of an articulated commercial vehicle. Overall, this study provides data and relationships for consideration in lane change dynamics as well as the ability to distinguish timing of when a tractor-trailer would become perceivable versus its position in the roadway.

scholarly journals A new automated motion planning system of heavy accelerating articulated vehicle in a real road traffic scenario

2019 ◽  
Vol 234 (1) ◽  
pp. 161-184
Author(s):  
Saeed Shojaei ◽  
Ali R Hanzaki ◽  
Shahram Azadi ◽  
Mohammad A Saeedi
Keyword(s):  
Motion Planning ◽  
Dynamic Model ◽  
Trajectory Tracking ◽  
Tracking Control ◽  
Lateral Acceleration ◽  
Planning System ◽  
Lane Change ◽  
Time Duration ◽  
Trajectory Tracking Control ◽  
Articulated Vehicle

The main purpose of this study is to develop a novel motion planning for an articulated vehicle (AV) in real traffic situations. This motion planning generates collision-free and feasible trajectories based on kinematic and dynamic analyses of the AV concerning its surrounding vehicles. For this purpose, the collision-free trajectories are simulated in the presence of other vehicles, when the AV is conducting a lane change manoeuvre. A new method is utilised to derive the feasible trajectories by taking into account 3-D surface of the slip angle, roll angle, and lateral acceleration of the AV. This paper presents a new approach to generate the trajectory of an accelerating AV considering the surrounding vehicles in manoeuvre, which are either accelerating or decelerating. The optimal trajectory is then obtained based on the longitudinal acceleration of the AV and the time duration of the lane change manoeuvre, aimed at trajectory tracking control. Therefore, a 3-DOF dynamic model of the AV, including the yaw-rate, lateral velocity of the tractor and articulation angle, is developed. The tyres dynamic is simulated using non-linear Dug-off model. Furthermore, an innovative trajectory tracking control system is proposed concerning a sliding mode control. The developed dynamic model of the AV is verified by the Truck-Sim model. Results show that the collision-free and feasible trajectories can be generated based on the newly presented method of trajectory planning. The outcomes of the trajectory tracking control as the final part of the motion planning system indicate that the heavy articulated vehicle can be guided according to the new automated motion planning.

Vehicle’s New Anti-Roll System for Suspension Parasitic Stiffness Reduction and Non-Linear Roll Stiffness Characteristic

2013 ◽  
Author(s):  
Bo Min Kim ◽  
Dae Sik Ko ◽  
Jong Min Kim
Keyword(s):  
Ride Comfort ◽  
Torsional Stiffness ◽  
Operating Efficiency ◽  
Leaf Spring ◽  
Roll Motion ◽  
Stiffness Reduction ◽  
Stiffness Characteristic ◽  
Non Linear ◽  
Roll System ◽  
Vehicle Dynamic Simulation

In general, vehicle uses torsional stiffness of a stabilizer bar to control the roll motion. But this stabilizer bar system has problems with degradation for ride comfort and vehicle’s NVH characteristic due to the suspension parasitic stiffness caused by deformation and wear of the stabilizer bar rubber bush. In addition, it is difficult to control the vehicle’s roll motion effectively in case of excessive vehicle roll behavior when it is designed to satisfy ride comfort simultaneously because of the stabilizer bar’s linear roll stiffness characteristic. In this paper, the new anti-roll system is suggested which consists of connecting link, push rod, laminated leaf spring, and rotational bearing. This new concept anti-roll system can minimize the suspension parasitic stiffness by using rotational bearing structure and give the vehicle non-linear roll stiffness by using the laminated leaf spring structure which are composed of main spring and auxiliary one. Reduction of suspension parasitic stiffness and realization of non-linear roll stiffness in this anti-roll system were verified with both vehicle dynamic simulation and vehicle test. Also, this study includes improvement of the system operating efficiency through material change and shape optimization of the leaf spring, and optimal configuration of the force transfer system.

An adaptive sliding mode controller for the lateral control of articulated long vehicles

2018 ◽  
Vol 233 (3) ◽  
pp. 487-515 ◽  
Author(s):  
Naser Esmaeili ◽  
Reza Kazemi ◽  
S Hamed Tabatabaei Oreh
Keyword(s):  
High Speed ◽  
Sliding Mode ◽  
Sliding Mode Controller ◽  
Lane Change ◽  
Lateral Velocity ◽  
Low Speed ◽  
Adaptive Sliding Mode ◽  
Adaptive Sliding Mode Controller ◽  
Articulated Vehicle ◽  
The Stability

Today, use of articulated long vehicles is surging. The advantages of using large articulated vehicles are that fewer drivers are used and fuel consumption decreases significantly. The major problem of these vehicles is inappropriate lateral performance at high speed. The articulated long vehicle discussed in this article consists of tractor and two semi-trailer units that widely used to carry goods. The main purpose of this article is to design an adaptive sliding mode controller that is resistant to changing the load of trailers and measuring the noise of the sensors. Control variables are considered as yaw rate and lateral velocity of tractor and also first and second articulation angles. These four variables are regulated by steering the axles of the articulated vehicle. In this article after developing and verifying the dynamic model, a new adaptive sliding mode controller is designed on the basis of a nonlinear model. This new adaptive sliding mode controller steers the axles of the tractor and trailers through estimation of mass and moment of inertia of the trailers to maintain the stability of the vehicle. An articulated vehicle has been exposed to a lane change maneuver based on the trailer load in three different modes (low, medium and high load) and on a dry and wet road. Simulation results demonstrate the efficiency of this controller to maintain the stability of this articulated vehicle in a low-speed steep steer and high-speed lane change maneuvers. Finally, the robustness of this controller has been shown in the presence of measurement noise of the sensors. In fact, the main innovation of this article is in the designing of an adaptive sliding mode controller, which by changing the load of the trailers, in high-speed and low-speed maneuvers and in dry and wet roads, has the best performance compared to conventional sliding mode and linear controllers.

scholarly journals Method of controlling innovative articulation for articulated vehicle

2018 ◽  
Vol 157 ◽  
pp. 04005 ◽  
Author(s):  
Mateusz Szumilas ◽  
Sergiusz Łuczak ◽  
Maciej Bodnicki ◽  
Marcin Stożek ◽  
Tomasz Załuski
Keyword(s):  
Control Algorithm ◽  
Diagnostic System ◽  
Lane Change ◽  
Sensor Layer ◽  
Motion Stability ◽  
Labview Software ◽  
Articulated Vehicle ◽  
Vehicle Motion ◽  
Action Taking

Operation of an articulated vehicle is dependent on an appropriate damping action taking place in its rotary articulation. In order to analyse an impact of the control of the articulation on the motion of the vehicle a model of the vehicle with a controllable hydraulic damping system has been developed. A 90 degree turn and lane change manoeuvres were simulated using LabVIEW software. Modification of the damping parameters of the articulation, according to the velocity and articulation angle of the vehicle, proved to have a significant impact on the vehicle motion stability. Moreover, the sensor layer necessary for the control algorithm as well as the diagnostic system is described.

scholarly journals A Study of the Dynamic Parameters Influence over the Behavior of the Two-Section Articulated Vehicle during the Lane Change Manoeuvre

2016 ◽  
Vol 11 (1) ◽  
pp. 29-40 ◽  
Author(s):  
Rusi Rusev ◽  
Rosen Ivanov ◽  
Gergana Staneva ◽  
Georgi Kadikyanov
Keyword(s):  
Lane Change ◽  
Dynamic Parameters ◽  
Articulated Vehicle

Self-Steering Characteristics of FSAE Vehicle with a Linear Bicycle Model

2021 ◽  
Vol 13 (3) ◽  
Author(s):  
Prashanth Barathan ◽  
R. Aakash ◽  
Hussain Akbar ◽  
Kapilesh Kathiresh
Keyword(s):  
Critical Speed ◽  
Accurate Prediction ◽  
Lateral Acceleration ◽  
Steering Wheel ◽  
Angle Variation ◽  
Dynamic Conditions ◽  
Operating Range ◽  
Bicycle Model ◽  
Steering Characteristics

A FSAE car must exhibit precise and predictable handling behaviour since it is subject to driving manoeuvres in dynamic conditions. Therefore, an accurate prediction of its self-steering characteristics becomes vitally important, especially in the expected lateral acceleration operating range. The simulation implements a linear bicycle model of FSAE car in MATLAB and establishes the understeer gradient and the critical speed, thereby aiding the analysis of the steering wheel angle variation required to negotiate the corners of increasing dynamics.

Enhanced braking and steering yaw motion controllers with a non-linear observer for improved vehicle stability

2008 ◽  
Vol 222 (3) ◽  
pp. 293-304 ◽  
Author(s):  
Jeonghoon Song
Keyword(s):  
Load Transfer ◽  
Rear Wheel ◽  
Front Wheel ◽  
Driver Model ◽  
Lateral Acceleration ◽  
Slip Angle ◽  
Vehicle Stability ◽  
Motion Controller ◽  
Non Linear ◽  
Linear Observer

This study proposes two enhanced yaw motion controllers that are modified versions of a braking yaw motion controller (BYMC) and a steering yaw motion controller (SYMC). A BYMC uses an inner rear-wheel braking pressure controller, while an SYMC uses a rear-wheel steering controller. However, neither device can entirely ensure the safety of a vehicle because of the load transfer from the rear to front wheels during braking. Therefore, an enhanced braking yaw motion controller (EBYMC) and an enhanced steering yaw motion controller (ESYMC) are developed, which contain additional outer front-wheel controllers. The performances of the EBYMC and ESYMC are evaluated for various road conditions and steering inputs. They reduce the slip angle and eliminate variation in the lateral acceleration, which increase the controllability, stability, and comfort of the vehicle. A non-linear observer and driver model also produce satisfactory results.

Investigating the Effects of Visuospatial Memory Secondary Tasks on LCT Driving Performance

2017 ◽  
Vol 31 (10) ◽  
pp. 1759020 ◽  
Author(s):  
Ling Wu ◽  
Yueqi Hu ◽  
Tong Zhu ◽  
Haoxue Liu
Keyword(s):  
Working Memory ◽  
Memory Task ◽  
Driving Performance ◽  
Visuospatial Memory ◽  
Lane Change ◽  
Secondary Tasks ◽  
Perceived Workload ◽  
Memory Group ◽  
Lane Change Test ◽  
Lane Keeping

Memory demand is associated with increased mental workload. The objective of the present study was to examine the effects of visuospatial memory secondary tasks on driving performance. Memory tasks for the unknown word-figure pairs and recognition tasks for word-figure pairs at two-level difficulties were employed separately to represent working memory’s process and long-term memory’s process. A simulator study was conducted based on the simulation of the standard environment of Lane change test (LCT). The performance of lane keeping, lane change, and secondary tasks was measured by statistical methods. The comprehensive appraisal model was constructed to quantify total driving performance. The results showed that the mean path deviation, steering angle, and lane excursion times increased, and the proportion of correct lane change decreased, with the perceived workload increasing and the total driving performance decreasing in dual-task driving condition. Compared with the simple working memory group, as the difficulty of tasks increased in difficult working memory group, lane change performance degraded and the perceived workload increased. In contrast to difficult working memory group, the performance of lane keeping and lane change increased, while the perceived workload decreased and the total performance increased by about 50% in difficult recognition group. There were few differences between the simple working memory group and simple recognition group. The difficult working memory group had the lowest total driving performance. The results indicate that as the secondary task’s difficulty increases, driving performance will degrade. Performance improves significantly when the working memory process is converted to the recognition process. This trend is more obvious when the memory task assumes to be more difficult.

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