Coordinated control of distributed drive electric vehicle by TVC and ESC based on function allocation

Safe and comfortable driving experience includes the improvement of handling performance and stability control. This paper proposed a coordinated controller based on the function allocation for the handling performance and stability of distributed drive electric vehicles. The proposed controller has three layers. The upper control layer designs a dynamic stability envelope boundary suitable for various driving conditions through the phase plane method, and on this basis, the function allocation rules of torque vector control (TVC) strategy and electronic stability control (ESC) strategy were formulated. The medium control layer used the robust [Formula: see text] dynamic output feedback control method and the improved particle swarm optimization (PSO) parameter self-adjusting method to calculate the additional yaw moment required by the TVC strategy and the ESC strategy, respectively. The two types of additional yaw moment are implemented by the in-wheel motor and the hydraulic brake mechanism respectively. The lower control layer optimized the four-wheel torque and braking force based on the optimal tire load rate using the quadratic programming method. The proposed coordinated controller was performed in the CarSim/Simulink co-simulation platform and tested in a real vehicle platform. The results show that the proposed controller can improve the vehicle dynamic response according to the driver’s intention, thus bringing the better handling performance and stability.

The influence of engine gyroscopic moments on vehicle transient handling

This study presents the dynamics of a 15-DOF model of the vehicle by performing simulations to investigate the vehicle handling dynamics in J-turn maneuver. Using Newton’s equations of motion, the equations of motion for the sprung and unsprung masses are all written in the vehicle coordinate system and the tire is modeled with the Pacejka 89 model. Since the engine crankshaft has a rotation relative to the vehicle coordinate system, in order to investigate the effect of the engine gyroscopic moments on the vehicle handling dynamics, the effect of the crankshaft rotation on the torque vector of external forces is considered. The direction of crankshaft rotation can change the direction of engine rotation in the direction of the wheels rotation or in the opposite direction of their rotation, which causes some changes in the gyroscopic torque vector of the engine. Due to the rotation speed of the crankshaft and its moment of inertia, the gyroscopic moments which resulted from the angular momentum of the engine crankshaft are considerable. These gyroscopic moments are added to the torque equation of external forces in the vehicle coordinate system and affect the vehicle handling dynamics. By using the numerical method of Newmark, vehicle’s dynamic behavior is investigated and the validation of its dynamic behavior is done by ADAMS/Car software. This study shows that in transverse engine, if the direction of engine rotation is in the opposite direction of the wheels, the vehicle handling dynamics is improved.

A New Solving Procedure for the Kelvin–Kirchhoff Equations in Case of a Falling Rotating Torus

We present a new solving procedure in this paper for Kelvin–Kirchhoff equations, considering the dynamics of a falling rigid rotating torus in an ideal incompressible fluid, assuming additionally the dynamical symmetry of rotation for the rotating body, [Formula: see text]. The fundamental law of angular momentum conservation is used for the aforementioned solving procedure. The system of Euler equations for the dynamics of torus rotation is explored for an analytic way of presentation of the approximated solution (where we consider the case of laminar flow at slow regime of torus rotation). The second finding is that the Stokes boundary layer phenomenon on the boundaries of the torus also assumed additionally at the formulation of basic Kelvin–Kirchhoff equations (for which the analytical expressions for the components of fluid’s torque vector [Formula: see text] were obtained earlier). The results for calculating the components of angular velocity [Formula: see text] should then be used for full solving the momentum equation of Kelvin–Kirchhoff system. The trajectories of motion can be divided into, preferably, three classes: zigzagging, helical spiral motion, and the chaotic regime of oscillations.

Recent advances in the active magnetic control of satellites

The paper covers main recent results in the active magnetic attitude control of satellites. Three main implementation situations are outlined. Angular velocity damping opens the problem as the auxiliary control task. Next, implementation with other actuators and passive stabilization concepts is considered. Magnetic attitude control is restricted in the direction: control torque cannot be applied along the magnetic induction vector. Other actuators or environmental properties may enhance the control, providing control authority along the restricted axis. This comes at the cost of restricted attitude motion. Passive gravitational stabilization, spin stabilization and dual spin satellites present main cases. The satellite may acquire the local vertical and one axis inertial attitude that represent important cases. The most challenging and practically promising situation is the fully magnetic three axis attitude control. This reduces the hardware requirements for the attitude control system to the minimum. However, this also comes at the cost of a restriction on the control torque vector and low attitude accuracy and time-response. Feedback law with proper control gains tuning, sliding control and optimization techniques are considered for this problem.